Robotic vehicle

ABSTRACT

A robotic vehicle ( 10,100,150 A, 150 B 150 C, 160,1000,1000 A, 1000 B, 1000 C) includes a chassis ( 20,106,152,162 ) having front and rear ends ( 20 A, 152 A, 20 B, 152 B) and supported on right and left driven tracks ( 34,44,108,165 ). Right and left elongated flippers ( 50,60,102,154,164 ) are disposed on corresponding sides of the chassis and operable to pivot. A linkage ( 70,156,166 ) connects a payload deck assembly (D 1, D 2, D 3,80,158,168,806 ), configured to support a removable functional payload, to the chassis. The linkage has a first end ( 70 A) rotatably connected to the chassis at a first pivot ( 71 ), and a second end ( 70 B) rotatably connected to the deck at a second pivot ( 73 ). Both of the first and second pivots include independently controllable pivot drivers ( 72,74 ) operable to rotatably position their corresponding pivots ( 71,73 ) to control both fore-aft position and pitch orientation of the payload deck (D 1, D 2, D 3,80,158,168,806 ) with respect to the chassis ( 20,106,152,162 ).

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of, and claims priority under 35U.S.C. §120 from U.S. application Ser. No. 12/444,236 filed Nov. 12,2009; which is a 371 of PCT/US07/80138 filed Oct. 2, 2007; which claimsbenefit of 60/954,227 filed Aug. 6, 2007 and which is a continuation ofSer. No. 11/834,658 filed Aug. 6, 2007 (now U.S. Pat. No. 7,784,570);which is a continuation-in-part of Ser. No. 11/762,315 filed Jun. 13,2007 (now U.S. Pat. No. 7,891,446); which claims benefit of 60/828,606filed Oct. 6, 2006, and which is a continuation of Ser. No. 11/762,458filed Jun. 13, 2007 (now U.S. Pat. No. 7,600,593); which claims benefitof 60/908,782 filed Mar. 29, 2007, and which claims benefit of60/878,877 filed Jan. 5, 2007, and which claims benefit of 60/942,598filed Jun. 7, 2007. and which claims benefit of 60/908,782 filed Mar.29, 2007, and which claims benefit of 60/878,877 filed Jan. 5, 2007, andwhich claims benefit of 60/828,606 filed Oct. 6, 2006, and which is acontinuation of Ser. No. 11/762,458 filed Jun. 13, 2007 (now U.S. Pat.No. 7,600,593); which claims benefit of 60/908,782 filed Mar. 29, 2007,and which claims benefit of 60/878,877 filed Jan. 5, 2007, and which isa continuation of Ser. No. 11/762,315 filed Jun. 13, 2007 (now U.S. Pat.No. 7,891,446); which claims benefit of 60/828,606 filed Oct. 6, 2006,and which claims benefit of 60/942,598 filed Jun. 6, 2007, and whichclaims benefit of 60/908,782 filed Mar. 29, 2007, and which claimsbenefit of 60/878,877 filed Jan. 5, 2007, and which claims benefit of60/828,606 filed Oct. 6, 2006. The disclosures of the aforementionedprior applications are hereby incorporated by reference in theirentireties and are therefore considered part of the disclosure of thisapplication.

STATEMENT AS TO FEDERALLY SPONSORED RESEARCH

This invention was developed in part with Government support undercontract N41756-06-C-5512 awarded by the Technical Support Working Groupof the Department of Defense. The Government may have certain rights inthe invention.

TECHNICAL FIELD

This disclosure relates to robotic vehicles.

BACKGROUND

A new generation of robotic systems and tools is required to meet theincreasing terrorist threat in the US and abroad. The lack ofadaptability and limited capability of existing remote controlledsystems available to Hazardous/First Response/Explosive OrdnanceDisposal (EOD) teams has frustrated many teams worldwide. The unique andoften dangerous tasks associated with the first responder missionrequire personnel to make quick decisions and often adapt their tools inthe field to combat a variety of threats. The tools must be readilyavailable, robust, and yet still provide surgical precision whenrequired.

Robots for versatile tasks potentially may be built in any reasonablesize. Known production robots are usually in the 40-100 lb. range, whichmay be carried by an infantryman at the low end and by a utility vehicleat the upper end. Production robots are different from research robots -practical considerations outweigh theoretical capabilities. Robots ofincreased size have been proposed, but as they become larger, necessarycapabilities compete with one another. Size and weight are limited bydeployment and power/refueling/battery life constraints. Minimum sizeand weight are limited by the necessity of carrying useful payloads, andagain, power/refueling/battery life constraints. The effects of thesquare-cube law complicate the necessary balance, because the volume orweight often grows with the cube of the size increase.

SUMMARY

In one aspect of the disclosure, a robotic vehicle includes a chassishaving front and rear ends and supported on right and left driventracks, each track trained about a corresponding front wheel rotatableabout a front wheel axis. Right and left elongated flippers are disposedon corresponding sides of the chassis and operable to pivot about thefront wheel axis of the chassis, each flipper having a driven trackabout its perimeter. A linkage connects a payload deck assembly,configured to support a functional, securely mounted and integratedpayload (in some cases, modular payloads, unconnected payloads and/orfunctional payload), to the chassis. The linkage has a first endrotatably connected to the chassis at a first pivot, and a second endrotatably connected to the deck at a second pivot. Both of the first andsecond pivots include independently controllable pivot drivers operableto rotatably position their corresponding pivots to control bothfore-aft position (as well as vertical position, the pivots beinginterconnected by a linkage that makes a swept motion) and pitchorientation of the payload deck assembly with respect to the chassis.

The left and right flippers include elongated members, wherein flippertracks are trained about corresponding rear wheels independentlyrotatable about the front wheel axis. In some implementations, the maintracks and the flippers are each rotatable about a pivot axis withrespect to the chassis, allowing the chassis to tilt about the pivotaxis with respect to the main tracks and the flippers. In otherimplementations, the main tracks are rigidly coupled to the chassis, andthe flippers are rotatable 360 degrees about a pivot axis near a forwardend of the chassis, the first and second of flippers having a drive axiscommon with the pivot axis.

In one example, the first pivot is rotatable through an angle of atleast 180 degrees. The first pivot is not necessarily limited by a rangeof motion of the pivot, but rather by those positions in which thelinkage, deck assembly, or payload interfere with part of the robot suchas the chassis or with the ground - which may depend on the character ofthe ground and pose of the robot. Accordingly, in anotherimplementation, the sweep of the linkage is limited by the chassis ofthe robot, which is configured as small tube element connecting chassisarms. The deck assembly and linkage may sweep between the chassis armsand between the flippers in either direction, and may sweep past ahorizontal line defined by one chassis track wheel and bogey, in eitherdirection fore or aft of the pivot. In another implementation, the sweepis limited to 74 degrees to improve stability and shock resistance onopen ground. In each case, the payload deck assembly, with or withoutpayload(s), may be tilted to move the center of gravity of the robotfurther in a desired direction. The linkage may comprise two parallellinks spaced apart laterally.

The independently controllable pivot drivers provide both fore-aftposition (and a wide sweep range) and pitch orientation of the payloaddeck assembly with respect to the chassis to selectively displace acenter of gravity of the payload deck assembly both forward and rearwardof a center of gravity of the chassis. This provides enhanced mobilityto negotiate obstacles. Hereinafter, center of gravity or center of massmay be abbreviated “CG.”

Rotation of the linkage about its first and second pivots enablesselective positioning of a center of gravity or center of mass of thepayload deck assembly both fore and aft the front wheel axis as well asboth fore and aft of a center of gravity of the chassis. In oneimplementation, the first pivot of the linkage is located above andforward of the front wheel axis and swings the linkage for displacingthe center of gravity of the payload deck assembly to a desiredlocation. Furthermore, when the first end of the linkage is rotatablyconnected near the front of the chassis, the payload deck assembly isdisplaceable to an aftmost position in which the payload deck assemblyis located within a footprint of the chassis.

In some examples, the linkage together with the deck shifts more thanabout 30% of the vehicle weight, shifting a combined center of gravityof the vehicle between an aft center of gravity position intermediatethe front and rear ends of the chassis and a fore center of gravityposition intermediate distal and pivot ends of the flippers.

In one example, the payload deck assembly includes connection points forboth a functional payload power link and a functional payloadcommunication link, which may comprise an Ethernet link. In oneimplementation, the functional payload communication link is a packetswitched network connectable to a distribution switch or router.

The payload deck assembly includes an electronics bin (also “CG tub”)which holds most of the electronics of the robot (as well as the uppermotor(s) for tilting the paylaod deck assembly, but excepting motorcontrol and drivers for the drive motors, which is housed in thechassis), and supports a dockable battery unit slid into the bottom ofthe electronics bin as well as a accepting a modular payload deck, whichdefines threaded holes to accept functional payloads and includesmultiple functional payload connection pads positioned to accommodateselective connection of multiple functional payload units to the payloaddeck. Each connection pad includes connection points for both functionalpayload power and functional payload communication (as well assufficient hard points nearby for such payloads to be secured to thedeck with sufficient fasteners to reliably secure the mass of thepayload through tilting operations of the deck). The payload deck canaccept as a payload unit a removable radio receiver unit (which cancommunicate with a remote controller unit) operably connected to a drivesystem of the chassis. A battery unit is also removable secured to thebottom of the deck, so as to place the significant weight of batteriesas low as possible in the mass that is used for shifting the center ofgravity of the vehicle. In one example, the payload deck constitutesbetween about 30 and 50 percent of a total weight of the vehicle. Thepayload deck may also accept an Ethernet camera as a payload unit. Insome examples, the payload deck assembly further comprises a removablecontroller unit operably connected to a drive system of the chassis. Thepayload deck assembly may constitute between about 30 and 50 percent ofa total weight of the vehicle.

In some implementations, the payload deck assembly includes a modulardeck support structure housing a power supply, a packet networkconnection, and a deck wiring harness connector having packet networkcabling and power cabling, and a modular deck configured to be receivedby the modular deck support structure. The modular deck includes a deckmount configured to be received by the modular deck support structure,at least two externally available common connectors, a power supplyswitching circuit that switches available power from the power supplybetween at least two common connectors, a network switch that switchespacket network traffic between the at least two common connectors, and adeck wiring harness that connects to the deck wiring harness connectorand carries power and network communications to and from the modulardeck. The modular deck support structure may be configured to receivemultiple platforms interchangeably. In some examples, the modular deckfurther includes netting extending above and about a perimeter of themodular deck for retaining a payload. A manipulator arm may be removablymounted on the payload deck assembly.

In one implementation, the payload deck further accepts removable sensorunits as payload units. The sensor may be, for example, infrared,chemical, toxic, light, noise, and weapons detection.

The linkage and deck can move to an obstacle climbing position in whichthe linkage extends over an obstacle to be climbed and below animaginary line between distal and pivot ends of the flippers, displacinga center of gravity of the vehicle over the obstacle. The deck tiltsafter the linkage has moved, further displacing a center of gravity ofvehicle over the obstacle to be climbed. The linkage together with thedeck, chassis, and flippers, is movable to standing positions in whichdistal ends of the flippers approach the front end of the chassis toform an acute angle between the flippers and the chassis, and in whichthe entire linkage is above the front wheel axis. The deck tiltsindependently with respect to the chassis. The deck is rotatable aboutthe second pivot independently of the linkage which rotates about thefirst pivot. The linkage moves the deck in a circular path about thefirst pivot. The deck tilts at an obtuse angle with respect to thelinkage. The robotic vehicle is configurable to alter the acute anglebetween the flippers and the chassis to vary the standing positions,without changing the orientation of the deck with respect to ground. Thelinkage is movable to a position in which the linkage is at leastparallel to an imaginary line between distal and pivot ends of theflippers. The linkage may extend below an imaginary line between distaland pivot ends of the flippers.

The robotic vehicle can climb a step by using the independentlycontrollable pivot drivers to control both sweep and pitch orientationof the payload deck assembly with respect to the chassis to selectivelydisplace the center of gravity of the payload deck assembly the bothforward and rearward of the center of gravity of the chassis. Therobotic vehicle may initiates a step climb by pivoting the first andsecond flippers upward to engage the edge of the step. Differentobstacles can be accommodated by different strategies that use the fullrange of the sweepable and tillable CG of the entire payload deckassembly, or of the payload deck assembly when combined with a payload.An advantage of the disclosed system is that the addition of payloadweight on the payload deck assembly increases the flexibility andmobility of the robot with respect to surmounting obstacles of variousshapes. The robotic vehicle also positions the center of gravity of thepayload deck assembly above the front end of the chassis. Next, therobotic vehicle pivots the first and second flippers downward on theedge of the step to engage the top of the step and drives forward. Therobotic vehicle continues to displace the center of gravity of thepayload deck assembly beyond the front of the chassis by rotating boththe first and second pivots. As shown in FIG. 14, tilting the deckassembly further advances the center of gravity of the entire vehicle.Finally, the robotic vehicle drives forward to pull the chassis over theedge of the step.

In another aspect, a robot includes first and second sets of right andleft flippers rotatable about a common drive axis. A swing arm ispivotally coupled between the right and left flippers to rotate aboutthe common drive axis. The first set of flippers is disposed between thesecond set of flippers and the swing arm on each corresponding side. Ahead is pivotally coupled to a distal end of the swing arm. The combinedcenter of gravity of the robot is shifted forward and rearward bycorresponding forward and rearward movement (tilting) of the swing armand/or head. In some examples, the swing arm is heavier than the head,dominating the shifting of center of gravity. In other examples, thehead is heavier than the swing arm.

In another aspect of the disclosure, a skid steered robot includes achassis supporting a skid steered drive and a set of driven flippers,each flipper being pivotable about a first pivot axis common with adrive axis of the chassis. A linkage substantially at the leading end ofthe chassis is pivotable about a second pivot axis. A deck assembly ispivotable about a third pivot axis substantially at a distal end of thelinkage. The deck assembly includes a power supply, a packet networkconnection, a modular deck support structure; and a modular deck. Themodular deck includes a deck mount which fits the modular deck supportstructure and at least two externally available common connectors. Atleast one of the deck assembly or modular deck includes a power supplyswitching circuit that switches available power from the power supplybetween the at least two common connectors, and a network switch thatswitches packet network traffic between the at least two commonconnectors.

In another aspect of the disclosure, a skid steered robot includes a setof driven flippers, each flipper being pivotable about a first pivotaxis common with a drive axis of the chassis. A deck assembly, disposedabove the chassis, includes a power supply, a packet network connection,a modular deck support structure, a deck wiring harness connectorincluding packet network cabling and power cabling, and a modular deck.The modular deck includes a deck mount which fits the modular decksupport structure, at least two externally available common connectors,a power supply switching circuit that switches available power from thepower supply between at least two common connectors, a network switchthat switches packet network traffic between the at least two commonconnectors, and a deck wiring harness that connects to the deck wiringharness connector and carries power and network to and from the modulardeck.

In another aspect of the disclosure, a modular deck for a roboticvehicle includes a base configured to be secured to the vehicle, whereinthe base receives both a power link and a communication link from therobotic vehicle. A platform configured to support a removable functionalpayload is secured to the base and has at least one connection point forboth a functional payload power link and a functional payloadcommunication link. The connection point is linked to both the basepower link and the base communication link.

In another aspect, a mobile robot includes a chassis defining at leastone chassis volume and first and second sets of right and left drivenflippers associated with the chassis. Each flipper has a drive wheel anddefines a flipper volume adjacent to the drive wheel. The first set offlippers is disposed between the second set of flippers and the chassis.Motive power elements are distributed among the chassis volume and theflipper volumes. The motive power elements include a battery assembly, amain drive motor assembly, and a load shifting motor assembly.

In some implementations, each flipper is independently rotatable about apivot axis with respect to the chassis, allowing the chassis to tiltabout the pivot axis with respect to the first and second sets offlippers. In other implementations, the first set of flippers arerigidly coupled to the chassis, and the second set of flippers rotatable360 degrees about a pivot axis near a forward end of the chassis, thefirst and second of flippers having a drive axis common with the pivotaxis. The chassis has first and second ends, the flippers beingrotatable about the pivot axis located near the first end of thechassis. Each flipper includes a driven track, each track trained aboutthe corresponding drive wheel and defining the flipper volume within anenvelope defined by the track. Aa center of gravity of the robot remainswithin an envelope of rotation of the second set of flippers.

In some examples, the mobile robot includes a load shifting assemblypivotally attached to the chassis and comprising a load tilting motorand a load shifting motor. The load shifting assembly defines a loadshifting volume adjacent the load tilting motor. The motive powerelements are distributed among the chassis volume, the load shiftingvolume, and the flipper volumes. The main drive motor assembly includesa main drive motor and a main drive motor amplifier, and the loadshifting motor assembly comprises the load shifting motor and a loadshifting motor amplifier. In some implementations, the main drive motoramplifier and the load shifting motor amplifier are disposed in at leastone of the flipper volumes, the main drive motor and the load shiftingmotor are disposed in the chassis volume, and the battery assembly isdisposed in the load shifting volume. In some implementations, the maindrive motor amplifier is disposed in at least one of the flippervolumes, the main drive motor is disposed in the chassis volume, and thebattery assembly and the load tilting motor are disposed in the loadshifting volume so that the battery assembly tilts together with theload shifting assembly.

The chassis may extend into the flipper volumes defined by the first setof flippers, at least one of the flipper volumes defined by the firstset of flippers housing the main drive motor amplifier, the chassisvolume housing the main drive motor, and the load shifting volumehousing the battery assembly and the load tilting motor assembly. Insome examples, the shifting motor amplifier is housed in at least one ofthe flipper volumes.

In some implementations, the chassis comprises a cast unitary chassis,wherein the chassis defines first and second chassis volumes eachadjacent a flipper volume defined by the first set of flippers with aconnecting passageway defined between the first and second chassisvolumes. The load shifting assembly comprises a cast unitary linkagedefining a passageway therethrough that connects the chassis volumes tothe load shifting volume. The main drive motor amplifier is sealed in atleast one flipper volume and at least one chassis volume and deliverspower to the main drive motor disposed in at least one chassis volume.The battery assembly and the load tilting motor are sealed in loadshifting volume. The battery assembly tilts together with the loadshifting assembly, and the battery delivers power through the linkagepassageway to the main drive motor amplifier.

In some examples, the load shifting assembly includes a linkageconnecting a payload assembly to the chassis. The linkage has a firstend rotatably connected to the chassis at a first pivot, and a secondend rotatably connected to the payload assembly at a second pivot. Bothof the first and second pivots includes independently controllable pivotdrivers operable to rotatably position their corresponding pivots tocontrol both fore-aft position and pitch orientation of the payloadassembly with respect to the chassis. The independently controllablepivot drivers provide both fore-aft position and pitch orientation ofthe payload assembly with respect to the chassis to selectively displacea center of gravity of the payload assembly both forward and rearward ofa center of gravity of the chassis. The first end of the linkage isrotatably connected near the front of the chassis, such that the payloadassembly is displaceable to an aftmost position in which the payloadassembly is located within a footprint of the chassis. In some examples,the payload assembly includes a sensor unit. In other examples, thepayload assembly includes a modular deck assembly configured to supporta removable payload. The linkage may include an extendable mast.

In yet another aspect, a robotic vehicle includes a chassis having frontand rear ends, an electric power source supported by the chassis, andmultiple drive assemblies supporting the chassis. Each drive assemblyincludes a track trained about a corresponding drive wheel and a drivecontrol module. The drive control module includes a drive controlhousing, a drive motor carried by the drive control housing and operableto drive the track, and a drive motor controller in communication withthe drive motor. The drive control module may further include aback-drivable gearbox coupling the motor to the track. The drive motorcontroller includes a signal processor and an amplifier commutator incommunication with the drive motor and the signal processor and iscapable of delivering both amplified and reduced power to the drivemotor from the power source. The drive control module may communicatewith a robot controller over a controller area network bus.

In one implementation, the drive motor controller further comprises ahealth monitor for monitoring the proper functioning of the signalprocessor and the amplifier commutator. The health monitor sends asignal to the amplifier commutator to cease operation of the motor upondetecting a malfunction. In one instance, the amplifier commutatorincludes a commutator in communication with the drive motor, a DC/DCconverter capable of delivering both amplified and reduced power to thecommutator, and a programmable logic circuit in communication with thesignal processor, DC/DC converter, and commutator.

In another implementation, the drive control module also includesmultiple magnetic field sensors mounted radially about to the motor todetect magnetic pulses, a velocity sensor connected to the motor, and arotary position sensor connected to the motor. The signal processorcomprises logic for three cascading control loops comprising motorcurrent, motor voltage, and motor rotor rotation. The current controlloop of the signal processor includes reading a current feedback fromthe commutator, reading the magnetic field sensors, computing apulse-width modulation output, writing the pulse-width modulation outputto a shared structure accessible by the other control loops, andupdating a cycle counter. The voltage control loop of the signalprocessor includes reading a velocity feedback from the velocity sensor,reading a voltage feedback from the DC/DC converter, computing acommanded current based on a current limit, maximum current from athermal protection model, and a current rate of change limit, andwriting the commanded current to a shared structure accessible by theother control loops. The motor rotor rotation control loop of the signalprocessor includes reading a rotational position feedback from therotary position sensor, computing a commanded velocity based on currentand velocity limits, and writing the commanded velocity to a sharedstructure accessible by the other control loops.

In one example, the DC/DC converter receives about 42 V from the powersource and is capable of delivering between about 0 V and about 150 V.The power source may include three 14 V batteries in series and three 14V batteries in parallel, providing about 42 V.

In another example, the drive control module is separately andindependently removable from a receptacle of the chassis as a completeunit. The drive control module is also sealed within the receptacle ofthe chassis from an outside environment and passively cooled by thechassis.

In another aspect, a robotic vehicle includes a chassis having front andrear ends and is supported on right and left driven drive tracks. Eachdrive track is trained about a corresponding front wheel rotatable abouta front wheel axis. Right and left elongated flippers are disposed oncorresponding sides of the chassis and are operable to pivot about thefront wheel axis of the chassis. Each flipper has a driven flippertrack. A flipper actuator module is supported by the chassis and isoperable to rotate the flippers. At least one drive module is supportedby the chassis and is operably connected to drive at least one of thedrive and flipper tracks. A payload deck is configured to support apayload and a linkage connects the payload deck to the chassis. Thelinkage has a first end rotatably connected to the chassis at a firstpivot and a second end rotatably connected to the deck at a secondpivot. The first and second pivots include respective linkage actuatormodules operable to rotatably position their corresponding pivots tocontrol orientation of the payload deck with respect to the chassis. Thetrack drive modules and actuator modules each include a module housing,a motor supported by the module housing, and a motor controllersupported by the module housing and in communication with the motor. Thelinkage actuator modules are each separately and independently removableas complete units. Also, the track drive modules and the flipperactuator module are each separately and independently removable fromrespective receptacles of the chassis as complete units. In someexamples, the actuator modules are each interchangeable and the trackdrive modules are each interchangeable. Furthermore, the track drivemodules and the flipper actuator module may each be sealed within theirrespective receptacles of the chassis from an outside environment andpassively cooled by the chassis.

In some examples, the track drive modules and actuator modules may eachcommunicate with a robot controller over a controller area network bus.The track drive modules and actuator modules may also include aback-drivable gearbox supported by the module housing and coupled to themotor. Furthermore, the actuator modules may include a slip clutchsupported by the module housing and coupled to a planetary gearbox. Inone example, the motor of the actuator module provides magnetic brakinginhibiting actuation upon power loss.

In one implementation, the motor controller includes a signal processorand an amplifier commutator in communication with the drive motor andthe signal processor. The amplifier commutator is capable of deliveringboth amplified and reduced power to the drive motor.

In another implementation, each module includes a power connectordisposed on an outer surface of the module housing and configured tomate with a corresponding power bus connector to establish an electricpower connection to the module. Each track drive module establishes anelectric power connection with the bus power connector within itsrespective receptacle as the module is placed within the receptacle.

In yet another aspect, a method of controlling a robotic vehicleincludes providing a robotic vehicle that includes a chassis havingfront and rear ends, at least one electric power source supported by thechassis, and a drive assembly supporting the chassis and driven by adrive control module. The drive control module includes a drive controlhousing, a drive motor carried by the drive control housing and operableto drive the drive assembly, and a drive motor controller incommunication with the drive motor. The drive motor controller includesa signal processor and an amplifier commutator in communication with thedrive motor and the signal processor. The method also includes providinga robot controller with a power management control logic that recognizesa power source type and monitors an available power level. The robotcontroller communicates drive commands to the signal processors of eachdrive control module based on the power source type and the availablepower level. In one example, the power management control logic monitorsa power source temperature as well. Accordingly, the robot controllercommunicates to the signal processors of each drive control module,delivering drive commands based on the power source temperature.

In one implementation, the signal processor of the drive motorcontroller checks for regenerative braking, where upon regenerativebraking, the signal processor checks the available power level of thepower source and charges the power source until a charged level isattained or regenerative breaking ends.

The robotic vehicle may also include a payload deck supported by thechassis. The payload deck is configured to receive at least one electricpower source and includes a payload deck signal processor supported bythe payload deck. The payload deck signal processor recognizes a powersource type, monitors an available power level, and communicates thepower source type and available power level of the at least one electricpower source to the robot controller. The payload deck signal processormay communicate with the robot controller over a controller area networkbus.

In one example, the robotic vehicle includes a linkage connecting thepayload deck to the chassis, the linkage having a first end rotatablyconnected to the chassis at a first pivot, and a second end rotatablyconnected to the deck at a second pivot. The first and second pivotsinclude respective linkage actuator modules operable to rotatablyposition their corresponding pivots to control orientation of thepayload deck with respect to the chassis. The actuator modules eachinclude an actuator module housing, an actuator motor supported by themodule housing, and an actuator motor controller supported by the modulehousing and in communication with the actuator motor. The actuator motorcontroller includes a signal processor, an amplifier commutator incommunication with the actuator motor and the signal processor, and aslip clutch supported by the module housing and coupling the actuatormotor to the respective pivot.

In one instance, the signal processor of the actuator motor controllerchecks for regenerative impact absorption, such as when the slip clutchabsorbs recoil of the payload deck. Upon regenerative impact absorption,the signal processor of the actuator motor controller checks theavailable power level of the power source and charges the power sourceuntil a charged level is attained or regenerative absorption ends.

The details of one or more implementations of the invention are setforth in the accompanying drawings and the description below. Otherfeatures, objects, and advantages of the invention will be apparent fromthe description and drawings, and from the claims.

DESCRIPTION OF DRAWINGS

FIG. 1 is a perspective view of a robotic vehicle.

FIG. 2 is an exploded view of the robotic vehicle.

FIG. 3 is a front view of the robotic vehicle.

FIG. 4 is a back view of the robotic vehicle.

FIG. 5 is a top view of the robotic vehicle.

FIG. 6 is a bottom view of the robotic vehicle.

FIG. 7 is an exploded perspective view of the robotic vehicle.

FIG. 8 is a side view of the robotic vehicle.

FIG. 9 is an side view of the robotic vehicle.

FIG. 10 is a perspective view of a payload deck for a robotic vehicle.

FIG. 11 is a perspective view of a payload deck for a robotic vehicle.

FIG. 12 is a perspective view of a payload deck for a robotic vehicle.

FIG. 13 is a perspective view of the robotic vehicle with a manipulatorarm.

FIGS. 14-17 are side views of a robotic vehicle climbing.

FIGS. 18-21 are side views of a robotic vehicle climbing.

FIG. 22 is a side view of a robotic vehicle climbing stairs.

FIG. 23 is a front view of a robotic vehicle traversing an incline.

FIG. 24 is a perspective view of a robotic vehicle in a neutral posture.

FIG. 25 is a perspective view of a robotic vehicle in a standingposture.

FIG. 26 is a perspective view of a robotic vehicle in a kneelingposture.

FIG. 27 is a perspective view of a robotic vehicle in a kneelingposture.

FIG. 28 is a side view of a robotic vehicle.

FIG. 29 is a partially exploded view of a large skid-steered roboticvehicle.

FIG. 30 is a schematic side view of a large skid-steered roboticvehicle.

FIG. 31 is a schematic top view of a large skid-steered robotic vehicle.

FIG. 32 is a schematic side view of a large skid-steered roboticvehicle.

FIG. 33 is a schematic top view of a large skid-steered robotic vehicle.

FIG. 34 is a schematic side view of a large skid-steered roboticvehicle.

FIG. 35 is a schematic top view of a large skid-steered robotic vehicle.

FIG. 36 is a schematic view of a robotic vehicle.

FIG. 37A is a top view of a drive module.

FIG. 37B is a bottom view of a drive module.

FIG. 37C is a sectional view of a drive module.

FIG. 37D is an exploded view of a drive module.

FIG. 38A is a perspective view of an actuator module.

FIG. 38B is an exploded view of an actuator module.

FIG. 39A is a schematic view of a drive module.

FIG. 39B is a schematic view of a DC/DC converter.

FIG. 39C is a schematic view of control logic for a digital signalprocessor.

FIG. 39D is a motor current direction state diagram.

FIG. 39E is a current control loop mode diagram.

FIG. 39F is a schematic view of control logic for a digital signalprocessor.

FIG. 40 is a schematic view of control logic.

FIG. 41 is a schematic view of a robotic vehicle mission.

FIG. 42 is a schematic view of a robot with a dual flipperconfiguration.

FIGS. 43-44 are schematic views of a robot with a dual flipperconfiguration.

FIGS. 45-46 depict robotic vehicles encountering an obstacle.

FIG. 47 depicts a robot vehicle having flippers residing within thelength of the vehicle.

FIGS. 48A-48C depict a robot using flippers to mount an obstaclebackwards.

FIG. 49 provides an example of how a pivotable neck and sensor headcontribute significant CG shifting ability.

FIGS. 50-51 depict the robot of FIG. 49 in two different elevated neckpositions.

FIGS. 52-54 depict a dual flipper robot in various positions for movingits center of gravity

FIG. 55 provides a flow chart of a method of ascending an obstacle.

FIG. 56 depicts another robot center of gravity shifting technique.

FIG. 57 depicts one method by which a robot may climb stairs.

FIG. 58 depicts a dual flipper robot configured to ascend stairs.

FIG. 59 depicts a dual flipper robot configured to descend stairs.

FIG. 60 depicts a dual flipper robot configured to scale a maximum stepheight backwards.

FIG. 61 illustrates a block diagram of a robot sensor head.

FIG. 62 illustrates a block diagram of exemplary circuit components in arobot chassis or base.

Like reference symbols in the various drawings indicate like elements.

DETAILED DESCRIPTION

Referring to FIG. 1, a robotic vehicle 10, in one implementation, is aremotely operated vehicle that enables the performance of manpowerintensive or high-risk functions (i.e., explosive ordnance disposal;urban intelligence, surveillance, and reconnaissance (ISR) missions;minefield and obstacle reduction; chemical/toxic industrial chemicals(TIC)/toxic industrial materials (TIM); etc.) without exposing operatorsdirectly to a hazard. These functions often require the robotic vehicle10 to drive quickly out to a location, perform a task, and either returnquickly or tow something back. The robotic vehicle 10 is operable from astationary position, on the move, and in various environments andconditions.

Referring to FIGS. 1-6, a robotic vehicle 10 includes a chassis 20having front and rear ends 20A and 20B, respectively, that is supportedon right and left drive track assemblies, 30 and 40 respectively, havingdriven tracks, 34 and 44 respectively. Each driven track 34, 44, istrained about a corresponding front wheel, 32 and 42 respectively, whichrotates about front wheel axis 15. Right and left flippers 50 and 60 aredisposed on corresponding sides of the chassis 20 and are operable topivot about the front wheel axis 15 of the chassis 20. Each flipper 50,60 has a driven track, 54 and 64 respectively, about its perimeter thatis trained about a corresponding rear wheel, 52 and 62 respectively,which rotates about the front wheel axis 15. Each flipper 50, 60 havingcorresponding distal ends 50A, 60A and pivot ends 50B, 60B.

Referring to FIG. 7, in one implementation, the robotic vehicle 10includes right and left motor drivers, 36 and 46, driving correspondingdrive tracks, 34 and 44, and flipper tracks, 54 and 64, which aresupported between their front and rear ends by bogie wheels 28. Aflipper actuator module 55 is supported by the chassis 20 and isoperable to rotate the flippers, 50 and 60. In one example, the flippers50, 60 are actuated in unison. In other examples, the flippers 50, 60are actuated independently by right and left flipper actuators 55.

Referring to FIG. 8, a linkage 70 connects the payload deck assembly 80to the chassis 20. The linkage 70 has a first end 70A rotatablyconnected to the chassis 20 at a first pivot 71, and a second end 70Brotatably connected to the payload deck 80 at a second pivot 73. Both ofthe first and second pivots, 71 and 73 respectively, include respectiveindependently controllable pivot drivers, 72 and 74, operable torotatably position their corresponding pivots to control both fore-aftposition and pitch orientation of the payload deck assembly 80 withrespect to the chassis 20. As shown in FIGS. 1-2, the linkage 70 maycomprise two parallel links spaced apart laterally.

Referring to FIG. 9, the first end 70A of the linkage 70 is rotatablyconnected near the front of the chassis 20 such that the payload deckassembly 80 is displaceable to an aftmost position in which the payloaddeck assembly 80 is located within a footprint of the chassis 20.Furthermore, as shown in FIGS. 1-2, the first pivot 71 of the linkage 70is located above and forward of the front wheel axis 15. The first pivot71 is rotatable through an angle of at least 180 degrees (optionally, 74degrees), in one example. Rotation of the linkage 70 about its first andsecond pivots, 71 and 73 respectively, enables selective positioning ofcenter of gravity 410 of payload deck assembly 80 both fore and aftfront wheel axis 15 as well as both fore and aft a center of gravity 400of the chassis 20. In another example, the independently controllablepivot drivers 72, 74 provide both fore-aft position (as part of sweep)and pitch orientation of the payload deck assembly 80 with respect tothe chassis 20 to selectively displace the center of gravity 410 of thepayload deck assembly 80 both forward and rearward of the center ofgravity 400 of the chassis 20, displacing a center of gravity 450 of theentire robot 10.

The robotic vehicle 10 is electrically powered (e.g. a bank of ninestandard military BB-2590 replaceable and rechargeable lithium-ionbatteries). Referring to FIGS. 2-3, the payload deck assembly 80,specifically the electronics tub 90, accommodates a slidable, removablebattery unit 92. Skid pad 94, as shown in FIG. 6, may be secured to thebottom of the battery unit 92 to protect the battery 92 and aidmanageability. The payload deck assembly 80 may carry an additionalbattery supply on one of the selectable connection pads 810, increasingthe available power capacity (e.g. an additional bank of nine batteriesmay be carried on payload deck).

Referring again to FIGS. 2-6, a payload deck assembly 80, including anelectronics bin 90 and payload deck 806 (D1, D2, D3 in other drawingsherein), is configured to support a removable functional payload 500.FIGS. 3-4 illustrate the robotic vehicle 10 with the payload deckassembly 80 including front and rear functional payload communicationand power connectors, 200 and 210, and a user interface panel 220. FIG.2 illustrates one example where the payload deck assembly 80 includesfront and rear sensor pods, 240 and 250 respectively. In someimplementations, the sensor pods 240, 250 provide infrared, chemical,toxic, light, noise, and weapons detection, as well as other types ofsensors and detection systems. A primary driving sensor may be housed ina separate audio/camera sensor module mounted to the payload deckassembly 80 that contains at least one visible spectrum camera. Audiodetection and generation is realized using an audio/camera sensor modulemounted to the payload deck assembly 80, in one example.

In some implementations, robotic vehicle 10 tows a trailer connected torear payload connector 290, as shown in FIG. 5. Exemplary payloads forthe trailer include a small generator, which significantly extends bothrange and mission duration of robotic vehicle, field equipment, andadditional functional payload units 500 attachable to the payload deckassembly 80.

The payload deck assembly 80 accepts the mounting of one or morefunctional payload modules 500 that may include robotic arms, chemical,biological and radiation detectors, and a sample container. The roboticvehicle 10 automatically detects the presence and type of an installedfunctional payload 500 upon start-up.

Referring to FIG. 5, the payload deck 806 defines threaded holes 808 toaccept a functional payload 500. FIG. 5 also illustrates one or morefunctional payload connection pads 810 positioned on the payload deckassembly 80 to accommodate selective connection of multiple functionalpayload units 500. Each functional payload connection pad 810 deliverspower, ground and communications to a functional payload unit 500. Forexample, robotic vehicle 10 may provide up to 300 W (threshold), 500 W(goal) of power to a payload 500 at 42V, up to 18 A. The communicationlink may include Ethernet link communications. In one example, payloaddeck assembly 80 constitutes between about 30 and 70 percent of thevehicle's total weight. The payload deck assembly 80 further includes aremovable controller unit 350 operably connected to a drive system (e.g.the motor drivers 36, 46) of the chassis 20. The robotic vehicle 10communicates with an operator control unit (OCU) through optionalcommunication functional payload module(s) 500. The robotic vehicle 10is capable of accepting and communicating with a radio functionalpayload module 500.

Referring to FIGS. 10-12, modular decks D1, D2, D3 are removable payloaddecks 806 modularly secured to the electronics bin 90 to form thepayload deck assembly 80. The modular decks D1, D2, D3 maintainconnectivity to functional payloads 500 located on the decks D1, D2, D3while allowing interchangeability with a payload deck assembly base 805.The modular decks D1, D2, D3 receive power and communication from a deckconnector 802 attached by a wiring harness 804. FIG. 11 depicts a muledeck D2 including netting 812 for carrying loads and at least oneconnector pad 810. FIG. 12 depicts a manipulator deck D3 including anintegral bracing 814 for a large manipulator arm. The integral bracing814 housing at least one connector pad 810. The connectors pads 810available on the decks D1, D2, D3 each carry 42V, up to 18 A power;ground; and Ethernet, for example. FET switches connected to eachconnector pad 810 are overload protected and are controlled by a digitalsignal processor (DSP) 816 on the deck to distribute power. The DSP 816is controlled via a controller area network (CAN) bus, a knownindustrial and automotive control bus.

FIG. 13 illustrates a robotic arm module 600 as a functional payload 500attached to the payload deck assembly 80. The robotic arm module 600provides full hemispherical reach (or more, limited only byinterference; or less, limited by other needs of the robot 10) aroundthe robotic vehicle 10. The robotic arm module 600 provides liftingcapacity and an additional means for shifting the robotic vehicle'scenter of gravity 450 forward, e.g. when ascending steep inclines, andrearward, e.g. for additional traction.

The robotic vehicle 10 may sense elements of balance through the linkage70 (e.g., via motor load(s), strain gauges, and piezoelectric sensors),allowing an operator or autonomous dynamic balancing routines to controlthe center of gravity 410 of the payload deck assembly 80 and the centerof gravity 430 of the linkage 70 for enhanced mobility, such as to avoidtip over while traversing difficult terrain.

FIGS. 14-17 illustrate the robotic vehicle 10 climbing a step by usingthe independently controllable pivot drivers 72 and 74 to control bothfore-aft position and pitch orientation of the payload deck assembly 80with respect to the chassis 20 to selectively displace the center ofgravity 410 of the payload deck assembly 80 both forward and rearward ofthe center of gravity 400 of the chassis 20. Referring to FIG. 14, instep 51, the robotic vehicle 10 initiates step climbing by pivoting thefirst and second flippers 50 and 60, respectively, upward to engage theedge 902 of the step 900. The robotic vehicle 10 also positions thecenter of gravity 410 of the payload deck assembly 80 above the frontend of chassis 20. Next, as shown in FIGS. 15-16, in steps S2 and S3,the robotic vehicle 10 pivots the first and second flippers 50 and 60downward on the edge 902 of the step 900 to engage the top 904 of thestep and drives forward. In FIG. 15, illustrating step S2, the payloaddeck assembly 80 is further tilted to advance the center of gravity 450of the robot 10 (permitting higher obstacles to be climbed). In step S3,the robotic vehicle 10 continues to displace the center of gravity 410of the payload deck assembly 80 beyond the front of the chassis 20, asshown in FIG. 16, by rotating both the first and second pivots, 71 and73 respectively. Finally, in step S4, as shown in FIG. 17, the roboticvehicle 10 drives forward to pull the chassis 20 over the edge 902 ofthe step 900. FIGS. 18-21 illustrates the robotic vehicle 10 initiatingand completing steps S1-S4 for obstacle climbing with a functionalpayload 500 secured to the payload deck assembly 80.

In some implementations, the robotic vehicle 10 is configured tonegotiate obstacles, curbs and steps having a height of about 0.3 m (12inches), and across a horizontal gap of about 0.61 m (24 inches). Therobotic vehicle 10 has side-to-side horizontal dimensions smaller thanstandard exterior doorways (e.g. 32 inches) and interior doors (e.g. 30inches). Referring to FIGS. 22-23, the robotic vehicle 10 is configuredas to ascend and descend a flight of stairs having up to a climb angle,β, of about 37 degrees, as well as climb and descend an inclined slope,including stopping and starting, on a hard dry surface slope angle, β,of about 50 degrees. Similarly, the robotic vehicle 10 is physicallyconfigured as described herein to climb and descend, including stoppingand starting, an inclined grass covered slope having an angle, β, ofabout 35 degree grade. The robotic vehicle 10 is configured to laterallytraverse, including stopping and starting, on a grass slope angle, φ, ofabout 30 degrees. Furthermore, the robotic vehicle 10 is configured tomaneuver in standing water (fresh/sewage) having a depth of about 0.3 m(12 inches) and maintain a speed of about 20 kph (12 mph) on a pavedsurface, and about 8 kph (5 mph) through sand and mud.

The robotic vehicle 10 supports assisted teleoperation behavior, whichprevents the operator from hitting obstacles while using on boardobstacle detection/obstacle avoidance (ODOA) sensors and responsive ODOAbehaviors (turn away; turn around; stop before obstacle). The roboticvehicle 10 assumes a stair climbing pose, as illustrated in FIG. 13, ora descending preparation pose (similar to the pose shown in FIG. 13, butwith the flippers 50, 60 pointing downward) when a stair climbing orstair descending assist behavior is activated, respectively. The roboticvehicle 10 stair climbing behaviors can be configured to control (tilt)the flippers 50, 60 and control the position of the center of gravityshifter 70 as the robot 10 negotiates stairs. A stair climbing assistbehavior keeps the robotic vehicle 10 on a straight path up stairs and,in one example, may maintain a roll angle of about zero degrees.

The robotic vehicle's 10 control software provides autonomouscapabilities that include debris field mapping, obstacle avoidance, andGPS waypoint navigation. The robotic vehicle 10 can determine positionvia a global positioning system (GPS) receiver, housed in a separatesensor module 500.

The robotic vehicle 10 is fully operational after exposure to atemperature range of about −40° C. to about 71° C. (−40° F. to 160° F.)in a non-operating mode and is fully operational in a temperature rangeof about −32° C. to about 60° C. (−26° F. to 140° F.). The roboticvehicle operates during and after exposure to relative humidity up toabout 80 percent, in varied weather conditions. The robotic vehicle 10also operates during and after exposure to blowing sand and/or rain,freezing rain/ice, and in snowfall up to about 0.1 m (4 inches) indepth.

Referring to FIGS. 24-28, the robotic vehicle 10 may exhibit a varietyof postures or poses to perform tasks and negotiate obstacles. Thelinkage 70 together with the deck assembly 80, chassis 20, and flippers50, 60 all move to attain a number of standing postures. FIG. 24 depictsrobotic vehicle 10 in a neutral posture. FIG. 25 depicts the roboticvehicle 10 in one standing posture wherein the distal end of flippers 50and 60 approaches the leading end of the chassis 20 to form an acuteangle between the flippers 50 and 60 and the chassis 20. The linkage 70is entirely above a common axis 15 of the flippers 50 and 60 and thechassis 20. In one example, the deck assembly 80 tilts independentlywith respect to the robotic vehicle 10. The acute angle achieved betweenthe flippers 50 and 60 and the chassis 20 varies the standing positionswithout changing the orientation of the deck assembly 80 with respect tothe ground. In some examples, the linkage 70 is positionable at leastparallel to an imaginary line between the distal and pivot ends offlippers 50 and 60. In additional examples, the second end 70B of thelinkage 70 is positionable below an imaginary line between the distaland pivot ends of flippers 50 and 60. In another implementation, thelinkage 70 together with the deck assembly 80, chassis 20, and flippers50 and 60 can move to attain a first kneeling position, as shown in FIG.26, and a second kneeling position, as shown in FIG. 27.

FIG. 28 illustrates an implementation of centers of gravity of a roboticvehicle 1000 and distances between them. The locations of the centers ofgravity within the chassis 20, deck 80, linkage 70, and flippers 50 and60 and with respect to each other individually may be varied to attain anumber of advantages in terms of maneuverability and the ability toperform certain tasks.

There are several advantages to the present “two-bar” linkage 70 (havingindependent, powered pivots 71, 73 at the deck assembly end 70B and thechassis end 70A of the linkage 70) with respect to other structures forshifting a center of gravity.

For example, a robot equipped with a “two-bar” linkage 70 can scalehigher obstacles relative to a robot without such a linkage. In order todo so, the deck assembly 80 is tilted and/or pivoted further forward,moving the overall center of gravity 450 higher and farther forward. Arobot equipped with the two-bar linkage 70 can scale higher obstacleswhen bearing a payload 500 on top of the deck assembly 80 than without apayload 500. A high, heavy payload 500 can be tipped with the two-barlinkage 70 to provide a more pronounced shift of the center of gravity450 forward than an empty deck assembly 80. The two bar linkage 70 mayraise the deck assembly 80 and an attached a sensor pod module 500higher in a standing position, as shown in FIG. 25, even with a leveldeck, because the linkage 70 is connected at one point 73 at the top ofthe range and also at one point 71 at the bottom of the range. This isvaluable because the linkage 70 may place a sensor such as a camera,perception sensor (e.g., laser scanner) or payload sensors 500relatively higher. Other linkage systems may require connection at morethan one point, which may limit the height and/or may also tilt the deckassembly 80 at the highest position while in the standing position.

A two bar linkage 70 has a theoretical pivot range, limited only byinterference with other parts of the robot, of greater than 180 degrees.If positioned concentrically with the flipper-chassis joining axis 15,the linkage rotation range could be 360 degrees. Other constraintsdesigned herein and other advantages obtainable in other positions canchange this. For example, if the first pivot 71 of the linkage 70 ispositioned above and forward of the common chassis-flipper axis 15(e.g., about 20 mm forward and about 70 mm above), it is possible tohave a unitary structure for the chassis 20 (casting).

A straight shaft may join both flippers 50,60 directly, allowing thebottom pivoting actuator 72 to be placed off center with the flipperactuator 55. Additional pivot range past 180 degrees may be obtained, aswith additional standing height, by increasing the distance between thefirst pivot 71 and the common chassis-flipper axis 15.

Other systems may have a range of considerably less than 180 degrees,for example if the parts of such systems are limited in a pivoting ormovement range by interference among the system members. Still further,a two bar linkage has a longer effective forward extending range, sincethe linkage 70 is substantially stowable to the chassis 20. The distancebetween more than one chassis connections of the other systems mayshorten the effective forward extending range. As one additionaladvantage, a deck-side actuator 74 of the two-bar linkage 70 can be usedto “nod” (auxiliary scan) a scanning (main scanning) sensor such as a 2DLADAR or LIDAR to give a 3D depth map.

A significant problem is one of discovering or creating synergy in thedesign of the robot's functional morphology in the 200-500 lb range(e.g., 200-300 lb. plus 100-200 lbs of optional payload). There are manyfactors to balance to generate synergy, but for the purpose of thepresent discussion, the number will be limited to some directlyaffecting the shape and arrangement of the robot.

In a robot designed for sensitive environments, especially militaryrobots, electromagnetic (EM) emissions should be limited to as little aspossible. For example, EM emissions should be controlled to reduce thepossibility of triggering EM-sensitive triggers on explosive devices;and to increase the EM “stealth” of the robot.

In a robot using enough energy to move 250 lbs at reasonable speed, heatgenerated in batteries, motors, motor drivers/amplifiers, andhigh-stress mechanicals must be safely and effectively dispersed.Preferably, heat sinks do not make up a significant portion of the robotweight.

In a robot intended for effective and efficient use with depot-levelmaintenance and flexible logistics, high-stress, sensitive, andfrequently replaced, refurbished, or rebuilt parts should be readilyaccessible. This can directly compete with an equally important emphasison interchangeable or modularly interchangeable parts.

In a robot intended for flexible use in harsh environments, as manycables, lines, wires, etc. as possible should be internal to thecasing(s) of the robot. Housings and the like should be environmentallyor hermetically sealed, either simply waterproof or made more immersible(e.g., under positive internal pressure). Sufficient sealing ofhousings, cablings, transmissions, and the like can permit a robot to besubmersible.

Further, interference or occlusion among moving parts, static parts, andsensor fields of view preferably do not prevent the robot fromaccomplishing any mission for which it was designed. More particularly,a main chassis, shifting body or load for shifting CG, and drive trackshave a certain volume within which they operate, and as little volume aspossible (outside these bodies) should be filled with motive driveelements.

FIG. 29 provides a partially exploded view of an implementation of alarge skid-steered robot 1000 having a shiftable CG load 510 connectedto the chassis 20 by a sealed linkage 70 driven at chassis end 70A anddriven at the distal (load) end 70B. The shiftable load 510, including abattery box 92 and tilt motor 73, can move rearward to occupy a freespace 21 shown in the middle of the chassis 20 (“Chassis free space”).

FIGS. 30-31 show, respectively, schematic side and top views of animplementation of a large skid-steered robot 1000A having a chassis 20supported on right and left drive track assemblies, 30 and 40respectively, having driven tracks, 34 and 44 respectively. Each driventrack 34, 44, is trained about a corresponding front wheel, 32 and 42respectively, which rotates about front wheel axis 15. Right and leftflippers 50 and 60 are disposed on corresponding sides of the chassis 20and are operable to pivot about the front wheel axis 15 of the chassis20. Each flipper 50, 60 has a driven track, 54 and 64 respectively,about its perimeter that is trained about a corresponding rear wheel, 52and 62 respectively, which rotates about the front wheel axis 15. Ashiftable center of gravity (CG) load 510 is connected to the chassis 20by a sealed linkage 70 driven at a chassis end 70A and driven at adistal (load) end 70B. The shiftable load 510 can tilt (via a tilt motor73 in the load in this implementation, but other implementations mayemploy a chassis-mounted motor) and can move rearward to occupy a freespace 21 in the middle of the chassis 20 (“Chassis free space”) rear ofthe drive wheels 32, 42, structurally surrounded by some chassiselements, and can shift (e.g., swing) or otherwise move forward throughfree space 21 forward of the chassis 20 and forward of the drive wheels32, 42. Motive power elements that generate potentially problematicexcess heat (e.g., motors 36, 46, 72, 74, motor drivers and amplifiers,and batteries 92) are located within the tracks 30, 40 of the maindrive, within the chassis 20 adjacent the main drive wheels 32, 42, andwithin the shiftable CG load 510. As shown in FIG. 31, the location Swithin the shiftable load 510 of motive power element A1 is shiftablefront to rear to move the center of gravity of the entire robot 1000A.This configuration does not include a motive power element in the frontflipper volume.

FIGS. 32-33 show, respectively, schematic side and top views of animplementation of a large skid-steered robot 1000B having a chassis 20supported on right and left drive track assemblies, 30 and 40respectively, having driven tracks, 34 and 44 respectively. Each driventrack 34, 44, is trained about a corresponding front wheel, 32 and 42respectively, which rotates about front wheel axis 15. Right and leftflippers 50 and 60 are disposed on corresponding sides of the chassis 20and are operable to pivot about the front wheel axis 15 of the chassis20. Each flipper 50, 60 has a driven track, 54 and 64 respectively,about its perimeter that is trained about a corresponding rear wheel, 52and 62 respectively, which rotates about the front wheel axis 15. Ashiftable center of gravity (CG) load 510 is connected to the chassis 20by a sealed linkage 70 driven at a chassis end 70A and driven at adistal (load) end 70B. The shiftable load 510 can tilt and can moverearward to occupy a free space 21 in the middle of the chassis 20(“Chassis free space”) rear of the drive wheels 32, 42, structurallysurrounded by some chassis elements, and can swing or otherwise moveforward through free space 21 forward of the chassis 20 and forward ofthe drive wheels 32, 42. Motive power elements that generate potentiallyproblematic excess heat (e.g., motors 36, 46, 72, 74, motor drivers andamplifiers, and batteries 92) are located within the tracks 30, 40, 50,60 of the main drive, within the chassis 20 adjacent the main drivewheels 32, 42, in the front flipper volume, and within the shiftable CGload 510. As shown in FIG. 33, the location S within the shiftable loadof motive power element A1 is shiftable front to rear to move the centerof gravity of the entire robot 1000B; and the location F within theshiftable front flippers 50, 60 is shiftable front to rear to move thecenter of gravity of the entire robot 1000B. The depicted arrows showthese shiftable loads at both ends of their movement range.

The chassis 20 has a cast unitary chassis, wherein the chassis 20defines first and second chassis volumes D, D-1 each adjacent a flippervolume D, D-1, F, F-2 defined by the first set of flippers 30, 40,104,16with a connecting passageway W1 defined between the first and secondchassis volumes D, D-1. The load shifting assembly 70 includes a castunitary linkage defining a passageway W2 therethrough that connects thechassis volumes C, C-1, D, D-1 to the load shifting volume C-1, S. Themain drive motor amplifier 5520 is sealed in at least one flipper volumeD, D-1, F, F-1, F-2 and at least one chassis volume C, C-1, D, D-1 anddelivers power to the main drive motor 5530 disposed in at least onechassis volume 21, C, C-1, D, D-1, wherein the battery assembly 92 andthe load tilting motor 5630 are sealed in load shifting volume C-1, S.The battery assembly 92 tilts together with the load shifting assembly70. The battery 92 delivers power through the linkage passageway W2 tothe main drive motor amplifier 5520.

FIGS. 34-35 show, respectively, schematic side and top views of animplementation of a large skid-steered robot 1000C having a chassis 20supported on right and left drive track assemblies, 30 and 40respectively, having driven tracks, 34 and 44 respectively. Each driventrack 34, 44, is trained about a corresponding front wheel, 32 and 42respectively, which rotates about front wheel axis 15. A shiftablecenter of gravity (CG) load 510 is connected to the chassis 20 by asealed linkage 70 driven at a chassis end 70A and driven at a distal(load) end 70B. The shiftable load 510 can tilt and can move rearward tooccupy a free space 21 in the middle of the chassis 20 (“Chassis freespace”) rear of the drive wheels 32, 42, and structurally surrounded bysome chassis elements. The shiftable load 510 can also swing orotherwise move forward through free space 21 forward of the chassis 20and forward of the drive wheels 32, 42. Motive power elements thatgenerate potentially problematic excess heat (e.g., motors 36, 46, 72,74, motor drivers and amplifiers, and batteries 92) are located withinthe tracks 30, 40 of the main drive, within the chassis 20 adjacent themain drive wheels 32, 34, and within the shiftable CG load 510. As shownin FIG. 35, the location S within the shiftable load of motive powerelement A1 is shiftable front to rear to move the center of gravity ofthe entire robot 1000C. This configuration does not include flippers 50,60 as FIGS. 30-33, but may include other kinds of tracks or wheelsconfigured to overcome forward or rearward obstacles.

A feature of the robotic vehicle 10, 1000, 1000A, 1000B, 1000C is theplacement of a motive power element A4 as shown in FIGS. 30-35 (battery,motor, motor driver amplifier). This element typically generatessignificant waste heat (e.g., at least 5% losses to heat), produced byparts such as motor drivers and amplifiers, at least partially withinthe volume D (in “A4-D”) of the main tracks, and also either directlynext to the main chassis 20 or substantially next to the main chassis 20(for example, via similarly cast and/or machined intervening plate(s) 26flush-mounted for thermal conduction to the main chassis 20). In someimplementations, each of the chassis 20 or intervening plates 26 is mademostly of materials recognized to be structurally robust, light, anduseful heat sinks when sufficient surface area and/or volume isavailable (e.g., thermal conductivities of greater than 50 W/(m•K), andpreferably greater than 100 W/(m•K) such as aluminum at 237 W/(m•K) at300 K, magnesium at 156 W/(m•K) at 300 K, and alloys).

In this location, the heat generated (e.g., at least about 5% losses on500 W peak, but also up to the same losses or higher on 2 kW peak orhigher) is dissipated via the 50-100 lb. chassis. In preferredimplementations, the motive power element A4 is readily accessible fromthe side of the robot 10,1000, and may be serviced readily, anyassemblies placed therein being slide-able or translatable in ahorizontal direction for removal from the track or drive volume orenvelope D. The motive power element A4 is located at least partlywithin the track/wheel volume D, yet does not impede movement of thetracks 30, 40 or wheels 32, 42; and is located at least partly withinthe chassis 20, yet does not impede movement of mechanism or load forshifting the center of gravity (e.g., Shift CG load). Very little volumeis occupied beyond the volume already necessary for the chassis 20 andtracks/wheels 30, 40, 32, 42 themselves. The motive power element A4 canbe sealed against the environment and immersion-proofed (e.g., via acover 27 and plate 26), as any wiring from the motive power element A4to another motive power element adjacent the wheels (e.g., A2) is routedwithin the chassis 20, without necessarily passing through anyslip-rings or other moving conductive junctions. Wiring to anothermotive power element (e.g., A1) via the chassis for shifting the centerof gravity is routed within the sealed (e.g., welded, cast, sealed)linkage 70 between chassis 20 and CG-shifting load 510. Because the maintrack/wheel volume or envelope D is generally symmetrical (left andright sides of the vehicle being mirror-able), the motive power elementA4 to be placed within that envelope D may be the same size and shape oneach side, which permits an additional functionality in thatinterchangeable and/or modular assemblies to be used for the motivepower element A4 in those two locations.

If the motive power element A4 is a motor driver/amplifier for drivemotors 36, 46 adjacent the wheels 32, 52, 42, 62, in the chassis 20, orif the motive power element A4 is a drive motor 36, 46 driven by a motordriver/amplifier adjacent the wheels 32, 52, 42, 62 within the chassis20 (e.g., at A2), the distance to the drive motors 36, 46 can be short,e.g., between a drive wheel radius distance and a distance to a rearwheel (i.e., within the skid steer wheel or track envelope D), resultingin drive cabling or wiring that generates minimal EM emissions. Theplacement of these motor drivers and amplifiers A4 at this location D,in combination with drive motors 36, 46 placed adjacent drive wheels 32,52, 42, 62 but within the chassis 20 (e.g., within location C of“A2-C”), contributes to the advantages of a preferred combination ofmorphology and placement of motive power elements of the robot 10, 1000.

Another feature of the robotic vehicle 10, 1000 is the placement of amotive power element A2 generating significant waste heat adjacent adrive wheel 36, 46 (in position “C” of “A2-C”), and also either directlynext to the main chassis 20 or substantially next to the main chassis 20(via similarly cast and/or machined intervening plate(s) flush-mountedfor thermal conduction to the main chassis 20), each of the chassis 20or intervening plates 26 made in cast or machined form mostly of thestructural, heat conductive materials discussed above.

In this location, the heat generated (e.g., at least about 5% losses onabout 500 W peak, but in this location more likely to be motive powerelements A2 of the main drive, having at least these losses on about 2kW peak or higher) is dissipated via the chassis 20. The motive powerelement A2 is serviced by, e.g., removing the main tracks 30, 40. Inpreferred implementations, the motive power element A2 is located withinthe chassis 20, so does not impede movement of mechanism or load 510 forshifting the center of gravity (e.g., Shift CG load). Little additionalvolume is occupied beyond the volume already necessary for the chassis20 itself The motive power element A2 can be sealed against theenvironment and immersion-proofed, as any wiring from the motive powerelement A2 to another motive power element (e.g., A4) within the trackor drive envelope or volume D is routed within the chassis 20, withoutnecessarily passing through any slip-rings or other moving conductivejunctions. Because the chassis volume or envelope C is generallysymmetrical (left and right sides of the vehicle being mirror-able), themotive power element A2 to be placed within that envelope C may be thesame size and shape on each side, which permits interchangeable and/ormodular assemblies to be used for the motive power element in those twolocations C.

If the motive power element A2 is a drive motor 36, 46 or other motor, asecond motor (motive power element) may be located above or partiallyconcentric with the drive motor 36, 46 or other motor; and acorresponding/driving motor driver/amplifier may be located at leastpartially within the envelope or volume of main tracks D. With a poweredskid steered or differential drive as a base platform, two drive motors36, 46 for the two sides of the platform 20 may be as close as possibleto a driven wheel 32, 42 (contacting the ground or inside of a track),with compact transmissions (e.g., a planetary gear train). Transmissionsextending over longer distances (shafts, chains) are possible, but notpreferable (e.g., these would tend occupy space that would be morepreferably available for payload, movement of manipulators, or sensorfields of the robot).

Another feature of the robotic vehicle 10, 1000 is the placement of amotive power element A1 (or A3) generating significant waste heat aspart of, and within, a load 80, 90, 510 shifted for the purpose ofmoving the center of gravity of the vehicle 10, 1000, for example. Ifthis motive power element A1 is heavy (e.g., 25%-50% or more of theentire vehicle 10, 1000 in combination with the rest of a load shiftedto move the CG), the center of gravity of the entire vehicle is movedmore. Two possible locations for the motive power element A1contributing to shifting the center of gravity are in position S (of“A1-S”) within a main load 510 shifted by a linkage 70, or distributedbetween and/or within the volume F (of “A3-F”) of front flippers 50, 60rotatable with respect to main drive skid steering tracks 30, 40 orwheels 32, 42. In either case, the motive power element A1 (and/or orA3) should be directly next to and/or flush-mounted for thermalconduction to a sub-chassis (e.g., the battery box 90 together with mainelectronics/CG tub 90), which is made of the cast and/or machinedstructural, heat conductive materials discussed above.

In these locations S (or F), the heat generated (e.g., at least about 5%losses on about 500 W peak, but in these locations also likely to beinclude higher losses on a battery pack serving 42V, 30 A continuouspower) is dissipated via the sub-chassis. A motive power element A1 inthe linkage-shifted load 510 is readily serviced by opening the top deck80; and a motive power element A3 distributed between the front flippervolumes F is readily accessible and serviced with similar advantages tothe earlier discussed motive power element partially within the maindrive volume D. The motive power element A1 in the linkage-shifted load510 does not impede movement of the linkage 70 or main drive 36, 46, 30,40, and a motive power element A3 within the flipper volume F similarlydoes not impede movement of linkage 70 or main drive 36, 46, 30, 40. Forthe front flippers 50, 60, very little volume is occupied beyond thevolume already necessary for the flipper tracks 54, 64 themselves. Amotive power element A1 in the linkage-shifted load 510 can be sealedagainst the environment and immersion-proofed, as any wiring from thismotive power element A1 to another motive power element within thechassis 20 or drive envelope or volume D is routed within the sealedlinkage 70. A motive power element A3 (or alternatively, other elementsuch as reserve batteries or storage box) within the front flippervolume F can also be readily sealed. Because the front flipper volumes Fare generally symmetrical (left and right sides of the vehicle beingmirror-able), an element to be placed within that envelope may be thesame size and shape on each side, which permits interchangeable and/ormodular assemblies to be used for the element in those two locations.

If the motive power element A1 in the linkage-shifted load 510 is abattery assembly 92, power may be transferred via the linkage 70, andmotor driving signals need not be, leading to lower EM emissions and an“EM quiet” configuration.

Another feature of the robotic vehicle 10, 1000 is the provision of two,for example a 500 W and 2 kW peak, motor driver/amplifiers within thesame enclosure, at least partially within the volume of the main tracksD, and also either directly next to the main chassis 20 or substantiallynext to the main chassis, either of the chassis 20 or intervening plates26 made mostly of the structural, heat conductive materials discussedherein.

In some implementations, the robot 10, 1000 has two main drive motors36, 46 and three auxiliary motors (one flipper actuator 55, two linkagepivot motors 72, 74 that shifts a load 510 and/or payload in order toshift the CG of the vehicle 10, 1000). At least the flipper motor 55 islocated in the forward chassis 20 adjacent the main drive 36, 40 (e.g.,a location C of “A2-C”), the flippers 50, 60 being rotatedconcentrically about the front skid steer drive wheel axis 15. Inaddition, a motor 72 for shifting the load 510 (and CG) is alsoadvantageously located in the forward chassis 20 adjacent the main drive36, 40 (e.g., a location C of “A2-C”). If the motor 55 for rotating theflippers 50, 60 (or other mobility element) is substantially similar tothe motor 72 for rotating the CG-shifting load, these may be driven bythe same motor driver/amplifier. In a location at least partially withinthe volume D of the main tracks 30, 40 and optionally partly within thechassis 20, the heat generated (e.g., by a combination of two motordriver/amplifiers: one for the main drive motor 36, 46 having at leastabout 5% losses to heat on 2 kW peak or higher, as well as the smaller500 W flipper or shifter motor) by two different motordrivers/amplifiers (two on each side of the robot) is dissipated via thechassis 20. These motive power elements A4 (four different motordriver/amplifiers) are readily accessible from the side of the robot 10,1000, and may be serviced readily, slide-able or translatable in ahorizontal direction. These motive power elements A4 are located atleast partly within the track/wheel volume D, do not impede movement ofmechanism or load 510 for shifting the center of gravity, and littlevolume is occupied beyond the volume already necessary for the chassis20 and tracks/wheels 30, 40, 32, 42. These motive power elements A4 canbe sealed together against the environment and immersion-proofed, as anywiring from one of the motive power elements A4 to another motive powerelement adjacent the wheels 32, 42 (e.g., A2-C) is routed within thechassis 20, without necessarily passing through any slip-rings or othermoving conductive junctions. Wiring to the four motors 36, 46, 55, 72 inthe chassis 20 for drive, flippers, and shifting the center of gravityis routed within chassis 20. These motive power elements A4 may be thesame size and shape, so that interchangeable and/or modular assembliesto be used for the motive power elements in those two locations can beused, even though one side drives one main drive and flipper, while theother side drives one main and CG shifter.

Again, for these motor driver/amplifiers in locations D of “A4-D”, thedistance to the drive motors 36, 46 can be short, e.g., between a drivewheel radius distance and a distance to a rear wheel (i.e., within theskid steer wheel or track envelope), resulting in drive cabling orwiring that generates minimal EM emissions—from four separate motors.The placement of these four different motor drivers 36, 46, 55, 72 andamplifiers at these locations D of “A4-D”, in combination with drive,flipper, and shifter motors A2 placed adjacent drive wheels but withinthe chassis (e.g., at locations C of “A2-C”), contributes to theadvantages of a preferred combination of morphology and placement ofmotive power elements of the robot 10, 1000.

As shown in FIGS. 7 and 29, this configuration of motive power elementswithin the chassis, track volume C, D, and shiftable load 510 may resultin a fully environmentally sealed robot needing no exposed wiring, yethaving many replaceable parts readily serviceable and modular. Thechassis 20 is cast then machined, and includes cavities C into which aremounted four motors 36, 46, 55, 72 and transmissions. These cavities Care sealed by a plate-transmission arrangement that leaves exposed onlya sealed drive main spline (seen in FIG. 29). Internally, the cavities Care connected to mounts for the linkage 70 and to further side cavitiesD. Wiring is internally routed from the motors 36, 46, 55, 72 in C tothe motor drivers and amplifiers within cavities D. These cavities D areenvironmentally sealed with a plate 26 and cover 27, serviceable throughthe main tracks 30, 40. Wiring is also internally routed from thechassis 20 general and cavities C through the mounts for the linkage70—one left-right lateral side of the linkage 70 is used for a swingactuator 72 at the bottom 70A and tilt actuator 74 at the top 70B, andthe remaining left-right-side routes cables. The linkage 70 is sealed atthe bottom 70A and the top 70B. The tilt actuator 74 at the top 70B isanother motive power element that generates heat. However, the batteryassembly 92 in the shiftable CG load 510, 80 generates more heat that issunk into the machined casting of the battery box 92, deck 80, andelectronics tub 90.

FIG. 36 provides a schematic view of the controller, drive and actuatorsystem of a preferred control system for robotic vehicle 10. The roboticvehicle 10 includes a main computer 5320 which runs control logic 5400to control the robotic vehicle 10. The main computer 5320 communicateswith the drive modules 5500 and the actuator modules 5600 over a motorcontrol controller area network (CAN) bus 5325.

FIGS. 36 and 37A-D depict a track drive module 5500. The track drivemodule 5500 includes a module housing 5502, a motor 5530 supported bythe module housing 5502, and a motor controller 5510 supported by themodule housing 5502 and in communication with the motor 5530. In oneinstance, the motor 5530 is a low inductance-high power 2000 W motorproviding between about 2000-10500 maximum revelations per minute. Thisis only an example and the motor design may vary based on requiredcapabilities and other design constraints. In one implementation, thetrack drive module 5500 further includes a back-drivable gearbox 540(e.g. a planetary gearbox) supported by the module housing 5502 andcoupled to the motor 5530. In one example, the gearbox 5540 provides a30:1 gear reduction. In the depicted implementation, the drive module5500 is also sealed within a respective receptacle, 22, 24, of thechassis 20 from an outside environment and is passively cooled.

FIGS. 36 and 38A-B depict an actuator module 5600. The actuator module5600 includes a module housing 5602, a motor 5630 supported by themodule housing 5602, and a motor controller 5610 supported by the modulehousing 5602 and in communication with the motor 5630. In one instance,the motor 5630 is a low inductance-high power 500 W motor providingbetween about 17 K-20 K maximum revelations per minute. In oneimplementation, the actuator module 5600 further includes aback-drivable planetary gearbox 5640 supported by the module housing5602 and coupled to the motor 5530. In one example, the gearbox 5540provides a 1700:1 gear reduction. The actuator module 5600 also includesa slip clutch 5650 supported by the module housing 5602 and coupled tothe planetary gearbox 5640. The slip clutch 5650 absorbs impacts to theactuator module 5600. For example, when the robotic vehicle 10 maneuversdown off of a ledge onto a ground surface the flippers 50 and 60 incuran initial landing impact that creates a large moment about the frontwheel axis 15. The slip clutch 5650 allows the flippers 50 and 60 torotate while overcoming a frictional resistance of the slip clutch 5650,thereby absorbing the impact and avoiding damage to the gearbox 5640.Likewise, a sudden impact to the payload deck 80 is absorbed by the slipclutch 5650 in the actuator modules 5600 located at the first and secondpivots, 71 and 73 respectively. For example, a disruptor module attachedto the payload deck 80 will experience recoil when detonating bombs. Theslip clutch 5650 in the actuator modules 600 located at the first andsecond pivots, 71 and 73 respectively, will absorb the sudden recoil,thereby avoiding damage to the gearbox 5640. An absolute positionencoder 5660 disposed on an actuator shaft 5606 provides an absoluteposition of the actuator shaft 5606 to the actuator controller 5610.

Each module, 5500 and 5600, includes a power connector, 5504 and 5604respectively, disposed on an outer surface of the module housing, 5502and 5602 respectively. The power connector, 5504 and 5604, is configuredto mate with a corresponding power bus connector 5326 to establish anelectric power connection to the module, 5500 and 5600 respectively. Thedrive module 5500 establishes an electric power connection with the buspower connector 5326 within its respective receptacle 22, 24 as themodule 5500 is placed within the receptacle 22, 24.

In another aspect, a robotic vehicle 10 includes a chassis 20 havingfront and rear ends, an electric power source 90 (e.g. a bank of ninestandard military BB-2590 replaceable and rechargeable lithium-ionbatteries or a fuel cell) supported by the chassis 20, and multipledrive assemblies, 30 and 40, supporting the chassis 20. Each driveassembly, 30 and 40, includes a track, 34 and 44, trained about acorresponding drive wheel, 32 and 42, and a drive control module, 36 and46. Each drive control module, 36 and 46 (also referred to as 5500),includes a drive control housing 5502, a drive motor 5530 carried by thedrive control housing 5502 and operable to drive the track, 34 and 44respectively, and a drive motor controller 5510 in communication withthe drive motor 5530. The motor controller 5510 includes a signalprocessor 5515 (preferably a digital signal processor (DSP)) and anamplifier commutator 5520 in communication with the drive motor 5530 andthe signal processor 5515 and capable of delivering both amplified andreduced power to the drive motor 5530 from the power source 90. Theability to provide both amplified and reduced power to a lowinductance-high power drive motor 5530 provides a dynamic drive rangewith a gear reduction box 5540, rather than a complex transmission.

In one implementation, the track drive module 5500 includes a DC drivemotor 5530, where regenerative braking can be obtained on applicationsrequiring quick stops. DC motor-generated energy is fed back into theelectric power source 90 of the dc motor, replenishing available power.In one example, the signal processor 5515 uses a resistive load toprevent regenerate energy from passing back to the pour source 90.

In another implementation, the actuator module 5600 includes a DC drivemotor 5630, where regenerative braking can be obtained on applicationsrequiring quick stops or when experiencing recoils such as when the slipclutch 5650 absorbs an impact or recoil. DC motor-generated energy isfed back into the electric power source 90 of the dc motor, replenishingavailable power. In one example, the signal processor 5615 uses aresistive load to prevent regenerate energy from passing back to thepour source 90. Furthermore, a magnetic brake within the motor 5630inhibits actuation upon power loss.

FIG. 39A is a block diagram of the drive control module 5500. Theamplifier commutator 5520 includes a commutator 5526 in communicationwith the drive motor 5530, a DC/DC converter 5524 capable of deliveringboth amplified (boost) and reduced (buck) power to the commutator 5526,and a programmable logic circuit (e.g. a complex programmable logicdevice (CPLD)) 5522 in communication with the signal processor 5515,DC/DC converter 5524, and commutator 5526. The amplifier commutator 5520allows for control of high torque, brushless or brushed motors withfairly accurate position control. In one implementation, the amplifiercommutator 5520 includes two stages. The first stage provides largemotor torque and includes a DC/DC converter 5524 for providing voltageto the second stage. The second stage includes a three-phase bridgecommutator 5326 that allows for control of different kinds of motors.The power supply to the commutator 5326 is controlled by a combinationof voltage control from the DC/DC converter 5524 via pulse-widthmodulation (PWM) control to the programmable logic circuit 5522 andcurrent control via the FETS/commutators of the commutator 5526.

In some examples, the motor controller 5510 communicates with a motorsystem 5531 which includes the motor 5530, multiple magnetic fieldsensors 5532 (e.g. Hall effect sensors) mounted radially about the motor5530 to detect magnetic pulses, a velocity sensor 5534 (e.g. anencoder), and a rotary position sensor 536 (e.g. an analog positionsensor). The magnetic field sensors sensor 5532 measures a motor rotorposition or other position information associated with the motor 5530and provides a feedback signal to the programmable logic circuit 5522.The signal processor 5515 also receives feedback with respect to themotor 5530 from the velocity sensor 5534 and the rotary position sensor5536. The position sensor 5536 obtains position data associated with thegearbox 5540 or the shaft 5506. Based on these feedback signals, thesignal processor 5515 can change the duty cycle of the PWM signals. Inone example, the motor system 5531 also includes a temperature sensor5538 that measures a motor temperature and provides a feedback signal tothe signal processor 5515.

FIG. 39B depicts one example of the DC/DC converter 5524. The circuitryfor providing buck and boost includes two switches, two diodes, atransistor, and a current storage element including an inductor and acapacitor. The order of these components dictates whether the DC/DCconverter 5524 provides buck or boost. A bank of FETs switch thedirection of current flow in the circuit and therefore its operation. Inone example, the DC/DC converter 5524 receives about 42 V from the powersource 90 and is capable of delivering between about 0 V and about 150V. The power source 90 may include three 14 V batteries in series andthree 14 V batteries in parallel, providing 42 V to the robotic vehicle10. Furthermore, a current from the power source 90 is controlled by aninrush current limiter 95.

The signal processor 5515 controls the amplifier commutator 5520. Whenthe robot controller 5320 (e.g. a single board computer) sends a drivecommand to a drive module 5500, the signal processor 5515 determineswhether power amplification (boost) or reduction (buck) is required toperform the command. The signal processor 5515 communicates with theprogrammable logic circuit 5522 to operate the DC/DC converter 5524accordingly to provide the appropriate power to the commutator 5526,which drives the motor 5530.

The motor controller 5510 can supply drive signals to a motor 5530, suchas a brush motor, 3-phase induction motor in scalar control mode orvector control mode (using an encoder), or brushless DC motor insinusoidal or PWM (using an encoder), and a three-phase AC motor. Halleffect sensors 5532, quadrature encoding 5534, and a position sensor5536 are available for speed/position feedback (in addition to feedbackfrom the commutators, etc.).

Both the signal processor 5515 and the programmable logic circuit 5522can conceivably be considered part of each stage, because of their(control) contribution to e.g., DC/DC conversion in stage 1 (setting thevoltage) and to running the FETS of the commutator 5326 in stage 2. TheDC/DC converter 5524 increases/decreases and regulates an input powerand can be connected to an inductor.

The DC/DC converter 5524 receives a pulse-width modulation (PWM) signalfrom the signal processor 5515 via the programmable logic circuit 5522having a duty cycle proportional to the required power. For example, thePWM signal can control one or more switches in the DC/DC converter 5524which control the voltage or current out of the DC/DC converter 5524.The signal processor 5515 sends two PWM signals to the programmablelogic circuit 5522 with a duty cycle proportional to current command.PWM1 controls a high site MOSFET and PWM2 controls a low site MOSFET. Toavoid through shot current, PWM1 and PWM2 signals have dead time betweenfalling and rising edges. The dead time can be set by signal processor5515, and it can be, for example, 125 nSec. In one implementation, thePWM frequency is 30 kHz. FIGS. 39B-C each provide schematic diagrams ofexample DC/DC converters 5524. Standard electrical symbols known in theart of electronics should be used in interpreting the schematics.

The programmable logic circuit 5522, in one example, providescommutation signals for six power MOSFETs of the commutator 5326assembled as a three phase bridge and acts as a protection device for avariety of signals. FIG. 39D provides a schematic diagram of one exampleof a commutator 5326. The commutation signals provided by theprogrammable logic circuit 5522 result from a logic conversion of inputsfrom three Hall effect sensors 5532 and a direction input from thesignal processor 5515. Six output signals from the programmable logiccircuit 5522 are received by and control the power MOSFETs of thecommutator 5326. Commutation signals can be generated for 60° or 120°spaced Hall sensors 5532. Protection logic verifies that Gray Code isnot violated. In cases where a violation of Gray Code or Hall conditionsoccur, a commutation fault signal is established. The commutationsequence changes depending on the direction command.

The signal processor 5515 may send a signal to the programmable logiccircuit 5522 to operate in a brushless mode or a brush mode.Accordingly, commutation signals can be generated for brushed andbrushless DC motors. In brushless mode, the programmable logic circuit5522 receives a feedback signal from the Hall effect sensors 5532 andsends control signals based on the Hall sensor feedback signal to anH-bridge included with the commutator 5326 to control the motor 5530.The signal processor 5515 uses commutation signals from tablesassociated with brushless operation and sends a signal to the commutator5326 accordingly. In brush mode, the signal processor 5515 receivesfeedback from the encoder 5534 and sends control signals to thecommutator 5326 through the programmable logic circuit 5522 based atleast in part on an encoder signal. The programmable logic circuit 5522uses commutation signals from tables associated with brush operation andsends a signal to the commutator 5326 accordingly. The commutator 5326controls the motor 5530 using the H-bridge. Furthermore, in the case ofa brushed motor, phase A or B is used to commutate the motor dependingon the direction command.

After receiving the operation mode, the programmable logic circuit 5522provides a control signal to the commutator 5326. The commutator 5326drives the motor 5530 with DC power from the DC/DC converter 5524 andchanges a direction of motor rotation based on direction control signalsfrom the signal processor 5515 via the programmable logic circuit 5522.The signal processor 5515 can receive a current sensing feedback signalfrom the commutator 5326 and use the current sensing feedback signal tocontrol a duty cycle of the PWM signals to the DC/DC converter 5524.

The signal processor 5515 includes three cascading control loops for: 1)motor current (≈torque) and commutation; 2) motor voltage (≈speed); and3) motor rotor position. The signal processor 5515 monitors feedbackfrom the motor current at about 30 kHz (33 μSec), the motor voltage atabout 250 Hz (4 milliseconds), and the motor rotor position at about 50Hz (10 milliseconds). For each current control loop iteration, thesignal processor 5515 reads the current sensing feedback from thecommutator 5326, reads the Hall effect sensors 5532, computes a PWMoutput, writes the PWM output to a shared structure accessible by theother control loops, and updates a cycle counter. The signal processor5515 monitors the Hall effect sensors 5532 to insure that they do notall have the same value. For each voltage control loop iteration,triggered by a software interrupt in the current control loop, thesignal processor 5515 reads a velocity feedback from the encoder 5534,reads the voltage feedback from the DC/DC converter 1524, and computes acommanded current based on a current limit, maximum current from athermal protection model, and a current rate of change limit. The signalprocessor 5515 writes the commanded current to a shared structureaccessible by the other control loops. The signal processor 5515 alsochecks for a stall condition and for regenerative braking. Ifregenerative braking is detected, the signal processor 5515 checks theavailable power level of the power source 90 and charges the powersource 90 until a charged level is attained. For each position controlloop iteration, the signal processor 5515 reads the position feedbackfrom the position sensor 5536, computes a commanded velocity based oncurrent and velocity limits, and writes the commanded velocity to ashared structure accessible by the other control loops.

Referring to FIGS. 39C-E, for the drive module 5500 and the actuatormodule 5600, the motor control logic on the DSP 5515, 5615 provides abuck-PWM, which is PWM control from 0 volts to a supply voltage; abrake-PWM, which is PWM control of a dummy load resister across themotor 5530, 5630; a direction bit, which sets the commutation directionfor the CPLD 5522; and a commutation inhibit, which inhibits commutationwhen the motor 5530, 5630 is acting like a generator. For the drivemodule 5500, the motor control logic on the DSP 5515 also provides aboost-PWM, which is PWM control of a voltage booster for the motor 5530to command more than the supply voltage to the motor 5530.

In a positioning system, a motor current loop (controlling acceleration)forms a part of a velocity loop (controlling motor speed), which in turnis part of an outer loop of position, which has desired position as areference. An error in position calls for more or less speed, and anerror in speed calls for more or less acceleration (current). Each loopmust be stabilized, or preferably optimized, starting with the innermostloop.

The control structure includes a torque (or current) PID(Proportional-Integral-Derivative) control loop 51000 and a velocity PIDcontrol loop 52000 on top of the current control loop 51000. Eachelement of the PID control loop 51000, 52000 refers to a particularaction taken on an error. An output control variable (CV) is based onthe error (e) between a user-defined set point (SP) and a measuredprocess variable (PV). The proportional element is the error multipliedby a gain, Kp. This is an adjustable amplifier and is responsible forprocess stability (e.g. too low and the PV can drift away; too high andthe PV can oscillate). The integral element is an integral of errormultiplied by a gain, Ki, which is responsible for driving the error tozero. However, setting Ki too high invites oscillation or instability,integrator windup, or actuator saturation. The derivative element is arate of change of error multiplied by a gain, Kd, which is responsiblefor system response (e.g. too high and the PV will oscillate; too lowand the PV will respond sluggishly). Tuning of a PID involves theadjustment of Kp, Ki, and Kd to achieve some user-defined “optimal”character of system response. Another adjustment for achieving anoptimum performance may include maximizing low frequency gain, Kf, andminimizing high frequency gain, Kf.

The torque (current) control loop 51000 includes a voltage loop 51100and a dummy load or brake loop 51200. The torque control loop 51000 alsodetermines a direction bit 51300 of the commutator 5526. The inputcommand current is rate and value limited. A sign (+/−) of the limitedcommand current is used to determine a desired motor direction.

Referring to FIG. 39D, a motor current direction state diagram, thereare four motor current direction states, which include a MOTOR_FWD state51502, a MOTOR_FWD_TO_REV state 51504, a MOTOR_REV state 51506, and aMOTOR_REV_TO_FWD state 51508. The MOTOR_FWD state 51502 exists when themotor 5530 is running in a forward direction. The MOTOR_REV state 51506exists when the motor 5530 is running in a reverse direction. TheMOTOR_FWD_TO_REV state 51504 is a transitional state when the motor 5530is changing from the forward direction to the reverse direction. TheMOTOR_REV_TO_FWD state 51508 is also a transitional state when the motor5530 is changing from the reverse direction to the forward direction. Ifthe motor current direction state is MOTOR_FWD 51502, then if thelimited command current is less than zero, move to the MOTOR_FWD_TO_REVstate 51504. If the current direction state is MOTOR_REV, then if thelimited command current is greater than zero, move to theMOTOR_REV_TO_FWD state 51508. If the current direction state isMOTOR_FWD_TO_REV 51504, then if an absolute value of the motor speed isless than a change direction speed, move to the MOTOR_REV state 51506.If the limited command current is greater than zero, move to theMOTOR_FWD state 51502. If the current direction state isMOTOR_REV_TO_FWD 51508, then if an absolute value of the motor speed isless then the change direction speed, move to the MOTOR_FWD state 51502.If the limited command current is less than zero, move back to theMOTOR_REV state 51506. The change direction speed is the fastest speedthe motor can operate at while changing the commutation direction bychanging the direction bit 51300. Changing the direction bit 51300 whileoperating the motor 5530 at a faster speed could destroy the FETs 5526controlling the motor 5530. The state machine described above is set upto change the direction bit 51300 in a controlled manner, therebyavoiding damage to the system. The direction bit 51300 is set once acurrent direction state is determined and the direction bit 51300 ischanged only while in the MOTOR_FWD 51502 or MOTOR_REV 51506 currentdirection states. The direction bit 51300 remains uncharged while intransition current direction states (MOTOR_FWD_TO_REV 51504 orMOTOR_REV_TO_FWD 51508).

Referring to FIGS. 39C and 39E, the mode select block 51050 of motorcontrol logic on the DSP 5515 determines which PID loop (the voltagecontrol loop 51100 or the dummy load control loop 51200) to run. Themotor control logic does not switch between using the voltage controlloop 51100 to control the current and the dummy load control loop 51200to control the current unless the command current changes sign (+/−). Ifthe current direction state is MOTOR_FWD 51502 or MOTOR_REV 51506, themotor control logic runs the voltage loop 51100 in a CTRL_VOLT mode51102 and uses the voltage PWM to control the motor current. If thecurrent direction state is MOTOR_FWD_TO_REV 51504 or MOTOR_REV_TO_FWD51508 and the motor control logic is in a CTRL_VOLT mode 51102 (usingthe voltage to control the current), then if an absolute value of themotor speed is less than the change direction speed, continue in theCTRL_VOLT mode and use the voltage PWM; otherwise, set the motor controllogic mode to CTRL_DUMMY_LOAD 1202 and use the PWM from the dummy loador brake control loop 51200 to slow the motor down. If the currentdirection state is MOTOR_FWD_TO_REV 51504 or MOTOR_REV_TO_FWD 51508 andthe motor control logic is in the CTRL_DUMMY_LOAD mode 51102, continuein the CTRL_DUMMY_LOAD mode 51202 and use the dummy load PWM. If thecurrent is greater than zero, set the motor control logic mode toCTRL_VOLT 51102; else, set the mode to CTRL_DUMMY_LOAD 51202.

Both the voltage PID loop 51100 and the dummy load PID loop 51200 havethe same Integrator decay, Anti-windup, Integrator limiting and commandrate limiting measures as the velocity loop 52000.

Referring again to FIG. 39C, in the voltage control loop 51100, acomputed back EMF needed to keep the motor 5530 at the current speed isadded to the PID loop command. This floats the PID loop 51100, meaningthe PID does not need to create as big a command and does not need tokeep as large a value in the integrator as it would otherwise. While inbuck mode, the control logic uses the current supply voltage as thedivisor when converting the command voltage to % PWM. While inbuck-boost mode, the control logic uses a boost max voltage as thedivisor when converting the command voltage to % PWM. The PMW command issent through a low pass filter 51110, which in buck mode, dithers thePWM command to provide smooth control at low speeds. Some of the bottomand top PWM is lost due to the rising and falling edge delay added tothe PWM generator. A PWM command of zero to min-PWM, is zero in effect.Running the loop 51100 relatively fast allows low pass filtering the PWMcommand without issue. The low pass filter 51110 makes the PWM commandturn on and off proportionally to the lower PWM command, providingvoltage control. In effect, the control logic pulse width modulates thePWM command In Buck-Boost mode, a dead band exists at an upper end ofthe buck PWM and at a lower end of the boost PWM. The low pass filter51110 of the PWM command dithers the PWM in this range allowing controlof the current even in the dead band.

In the brake or dummy load loop 51200, the control logic computes theestimated resistance needed for the current command (R=Vemf/Icmd) andadds it to the output of the PID loop 51200. Like adding the back EMF inthe voltage loop, this helps float the PID loop 51200 so that it doesnot need as large of gains and integrator wind up. Since the conversionfrom commanded resistance to PWM is non-linear, the control logicconverts a requested resistance to PWM after the PID and estimatedresistance are added together to keep the non-linearity out of the PIDloop 51200. Unlike the voltage loop 51100, a low pass filter is notapplied to the PWM command. Since shoot through is not a concern, thedead band generator is not running, and there is smooth control fromzero to max-PWM.

The current loop 51000 toggles a software watchdog timer at 25 KHz thatis sent to an external watchdog timer, which will reset the DSP 5515 ifthe software stops running A motor amplifier watchdog to the CPLD 5522is toggled at 25 KHz in the current loop 51000 as long as no hardwarefault is detected, and is used for brown out protection. If the supplyvoltage falls below a brownout voltage, the motor amplifier 5520 isdisabled because the DSP 5515 stops toggling a GPIO bit.

Referring to FIG. 39F, the velocity control loop 52000 is a PID loopthat takes a commanded speed and measured speed as inputs and provides acommanded torque as an output. The velocity control loop 52000 isenhanced by rate limiting the input command and adding an integratoranti-windup, an integrator decay and an integrator limiting measure. Therate of change of the input command to the loop 52000 is limited suchthat a step input is changed to a ramped input, allowing for more gentlecontrol. A maximum speed allowed is also limited. The integratoranti-windup measure stops integration of an error when the control issaturated. Integration is stopped when an issued command is larger thana maximum command allowed by the torque loop 51000 or when the torqueloop 51000 reports that a PWM command has been limited. The integratordecay measure (not shown) allows the integrator to gracefully decay tozero with a zero velocity command. The integrator decay measure isconfigurable from a CAN Object Dictionary (OD). If the input command iszero for more than a set number of control cycles, the integrator decayis set to a value less then one. If the commanded input is non-zero, theintegrator decay measure is set to 1.0. This allows stiff control whilemoving, but relaxes the integrator while not commanding any speed. Inone example, the integrator decay is the value of the current integratorvalue multiplied by each control loop iteration. If the integrator decayis 1.0, the integrator decay stays the same. If the integrator decay is0.99, the value of the integrator slowly fades, unless it is integratinga non-zero error. The integrator limiting measure (not shown) limitsminimum and maximum values sent to the integrator.

Exclusive OR logic in the programmable logic circuit 5522 protectsoutput signals from having high level conditions at the same time forthe high and low site MOSFETs. The programmable logic circuit 5522 may,for example, take configuration data as follows: Motor type: brushed orbrushless; Motor: enable or disable; Hall sensor: 60° or 120°; Faultclear; DC/DC-PWR Over current: enable or disable; and Direction:clockwise or counter-clockwise.

In some implementations, a health monitor 5518 receives data associatedwith the motor 5530 and/or motor controller 5510 components. If thesecomponents are not functioning properly, the health monitor 5518 sends asignal to the programmable logic circuit 5522 to cease sending the PWMsignal to the DC/DC converter 5524 and shuts off power to the motor5530.

In some examples, the signal processor 515 and/or programmable logiccircuit 5522 may be accessed by the robot controller 5320 to performother types of processing besides motor control and amplification. Forexample, the signal processor 5515, programmable logic circuit 5522,and/or and another processor device, such as a field programmable gatearray (FPGA) may be used by the robot controller 5320 to performspecialized logic processing associated with relatively large vectorarrays, floating point computations, or other requirements, as needed tocontrol the robotic vehicle 10.

In one example, the drive modules 5500 have a maximum operating power ofabout 2000 W and the actuator modules 5600 have a maximum operatingpower of about 500 W. In each module, 5500 and 5600, the signalprocessor, 5515 and 5615, and the amplifier commutator, 5520 and 5620,are mounted on a single plate, which is located in close proximity tothe motor, 5530 and 5630, to minimize noise, reduce cabling, and providea compact module, aiding modularity and interchangeability.

In another aspect, a method of controlling a robotic vehicle 10 includesproviding a robotic vehicle 10 that includes a chassis 20 having frontand rear ends, an electric power source 90 supported by the chassis 20,and a drive assembly, 30 and 40, supporting the chassis 20, and drivenby a drive control module 500 as described above. The method alsoincludes providing a robot controller 5320 with a power managementcontrol logic 5411 that recognizes a power source type and monitors anavailable power level. The robot controller 5320 communicates over acontroller area network (CAN) bus 5325 to the signal processors 5515 ofeach drive control module 500 to deliver drive commands based on thepower source type and the available power level. If the power managementcontrol logic 5410 detects a low power level or high power sourcetemperature, the robot controller 5320 will avoid sending powerintensive commands to the drive control modules 5500 and the actuatormodules 5600.

Referring to FIG. 40, the robot controller 5320 communicates over apower-auxiliary sensors-payload deck CAN bus 5328 to a power andauxiliary sensors signal processor 5915 (preferably a digital signalprocessor (DSP)) and a payload deck signal processor 5815 (preferably adigital signal processor (DSP)). The power and auxiliary sensors signalprocessor 5915 monitors any auxiliary sensors as well as the powersource type, temperature, and available power level for each powersource 90 connected to the signal processor 5915. The payload decksignal processor 5815 monitors the power source type, temperature, andavailable power level for each power source 90 connected to the payloaddeck 80. When multiple power sources 90 are installed on the roboticvehicle 10 (i.e. on the chassis 20 and/or the payload deck 80), thepower management control logic 5410 detects via the auxiliary sensorssignal processor 5915 and the payload deck signal processor 5815 thepower source type, temperature, and available power level for each powersource 90. The auxiliary sensors signal processor 5915 and the payloaddeck signal processor 5815 each control recharging of an associatedpower source 90 based on power source type, temperature, and availablepower level for each power source 90.

FIG. 41 provides a diagram of an example robotic vehicle mission. Therobotic vehicle 10, starting from an idle state, must tow a stretcherout to a field location, wait while a casualty is loaded onto thestretcher, and then tow the stretcher and casualty back to either asecond location or back to a stating location. For both the outbound andinbound trips, the robot controller 5320 sends drive commands to thedrive modules 5500 based on an available power level, determined by thepower management logic 410 in the control logic 5400 of the robotcontroller 5320. For the outbound trip, the robot controller 5320 sendsa drive command for low-torque and high speed to quickly drive out withthe empty stretcher. For the inbound trip, the robot controller 5320sends a drive command for high-torque and low speed to slowly drive backwith the load stretcher. The ability of the amplifier commutator 5520 todeliver a dynamic power range of both amplified and reduced power to thedrive motor 5530 with a fixed gear ratio gear box 5540 allows therobotic vehicle 10 to drive quickly or slowly with low torque or hightorque.

FIG. 42 shows a robot 100 with extendable arms or flippers. The depictedtrack-driven flippers 102 are independently positionable, as are flipperpair 104. The flippers are shown in a fully extended configuration inwhich outer flippers 102 extend beyond the front of chassis 106.Similarly, inner flippers 104 are shown fully extended beyond the backof chassis 106. The flippers 102 and 104 can be used to drive the robot100. Inner flippers 102 and outer flippers 104 can add considerablemobility to the vehicle 100 since they can rotate continuously in eitherdirection. As shown, inner flippers 104 may pass between outer flippers102 and chassis 106. Outer flippers 102 and inner flippers 104 providethe base of the vehicle, while chassis 106 rests between the inner setof flippers 104. In operation, outer flippers 102, inner flippers 104,and chassis 106 can rotate with respect to each other.

The combination of tracks 108 and tracks 110 can provide an extendedlength base upon which the vehicle can travel. In addition, tracks 108and 110 can provide “bi-directional” obstacle negotiation (e.g., theability to scale obstacles equally well in both directions). Outertracks 110 are supported by arm side plates 112, drive pulley 114, andidler pulley 116. The idler pulley 116 on each outer track 110 of therobot can be coaxially coupled to inner tracks 108 through chassis 106,and therefore can move together. In this implementation, each innertrack 108 and outer track 110 are similar to one another, having groovesand soft cleats 118 attached to the outside surface. Drive pulley 114drives each inner track 108 and each outer track 110. Each drive pulley114 is toothed and has a central V-shaped channel that loosely mateswith the V-shaped rib on the inside of the corresponding track 108. Inthis implementation, drive pulley 114 on each side is coaxial with adrive pulley (not shown) on the inner flipper 104, and both drivepulleys on a particular side turn in unison on a common axle. Otherimplementations may provide independently driven tracks for each pair offlippers, or for each individual flipper. Such a scheme may provideadditional maneuvering and posing options. A smaller smooth surfacedfront idler pulley 116, which also has a V-shaped channel, supports eachtrack 108 and 110 at the extreme end of the corresponding arm 102 and104.

The rigid components in flippers 102 and 104 are designed for strengthand low weight and are preferably made from a material such as 7075-T6aluminum. Alternative versions of the robot 100 can use other types oftracks, such as tracks made up of discrete elements. However, debris maybe caught between elements and such tracks are generally heavier thanflexible belts. Other flexible materials can also be used for continuousbelt tracks, such as other lightweight metals, polymers, or compositematerials.

The flipper design may implement a complex drive train capable ofpassing torque to the outer flippers 102 by the inner flippers 104. Assuch, the drive torque is applied to the outer flipper 102 and not tothe inner flipper 104. The drive train includes a group of componentsthat generate power and deliver it to the surface traversed. Thisgenerally includes an engine, a transmission, a drive shaft,differentials, and the final drive (drive wheels, track, propeller,etc.). In some implementations, the complex drive train may includeconcentric front axles to pass torque to the outer flipper 102 and notthe inner flipper 104. In other implementations, high speed tracks maybe driven using a transmission.

In some implementations, the robot 100 uses a center wheel for thedominant track. The center wheel supports dual guides molded on theinner surface of the tracks which may minimize derailments of the robot.In some implementations, one set of flippers 102, 104 is designated asthe dominant drive track The set of flippers 102, 104 is generallycharacterized by bogies, stronger wheels, and tracks that interface withthe drive train. Alternatively, either set of flippers 102, 104 can bethe dominate drive and additionally each set of flippers can usedifferent front axles.

Other designs may be employed to produce a robot with such a skidsteered drive and driven flippers. Further, while a track driven robotis shown, other drive means may be used, such as wheels, for example.Closely-spaced or overlapping treaded wheels may be used to providemobility and climbing capability similar to that of a track drive. Suchvariations typically encompass the main drive, while preferred flippersuse tracks. The flipper and chassis track systems may be complianttracks or rigid sectional tracks.

Referring back to FIG. 42, the center chassis 106 is preferablyconstructed of strong lightweight materials, and may include a shellaround an enclosed volume. The chassis 106 is a structural volumehousing electronics that may also support the necessary load paths ofthe system. In the simplest cases where the chassis is provided as ahollow box or rack, there is adequate strength to also support wheelsand running gear on the sides of such structure.

In some implementations, the chassis 106 can house electronics,controls, payload storage, and other equipment. The electronics caninclude one or more cameras 122, RF surveillance equipment, sensors 120,and other recording transmission electronics that are spaced above theground for optimum propagation characteristics. Chassis 106 can includethe sensors 120, cameras 122, and other equipment on the front, back,interior, exterior, and sides of the vehicle. Sensors 122 can includevisual sensors, audio sensors, proximity sensors, environmental sensors,terrain sensors, just to name a few examples. In some implementations,sensors 122 can be positionable or moveable in sockets to be directedtoward an object. In other implementations, the sensors 122 are mountedon an articulated head 168, in a manner shown FIGS. 58-60. The head 168has one to three degrees of freedom of movement, preferably two degreesof freedom. The tilting of the body 106 provides one degree of freedom,two other degrees of freedom are available at the end of the neck 166. Apan tilt camera may be attached to the neck.

While sensor outlets dispose along surfaces of a rectangular chassisassembly 106 are shown, this is not limiting and other shapes may beemployed. For example, one preferred chassis has a rounded top with afront-to-back curve along which cameras are positioned to provide viewsat multiple angles. Such a design provides great viewing range from manypositions.

FIGS. 43 and 44 show, respectively, schematic side and top views of animplementation of a robot 100 having flippers and central chassis 106.FIG. 44 depicts the chassis 106 tilted rearward 90 degrees between innerflippers 104. The chassis 106 can tilt via a tilt motor in the chassis106 or, in some implementations, the central axis 101. The chassis 106may tilt to occupy a free space in the middle of the chassis 106 rear orfront of the central axis 101.

The depicted schematic views have blocks depicting the presence ofmotive power elements, which are generally motors (typically includingtransmission), motor drivers, amplifiers, and batteries, but may includeother assemblies of motive robot parts. Motive power elements thatgenerate potentially problematic excess heat (e.g., motors, motordrivers and amplifiers, and batteries) are preferably located within thetracks of the flipper drives, within the chassis adjacent the main drivewheels. Depicted are motive power elements F-1 in the outer flippers 102and motive power elements F-2 in the inner flippers 104. Motive powerelements D-1 are shown arranged along the central axis. In someimplementations, such motors are positioned inside the chassis 106,while others may have an exposed central axis assembly along whichmotors or other motive drive elements may be mounted. Motive driveelements D-1 may therefore tilt with chassis 106 in someimplementations, or be provided on another axis. They may also bepositioned interior to the flipper structure (laterally in the robotstructure). In some implementations, a heavy motive power element suchas a battery is positioned high in the chassis 106 to provide improvedcenter-of-gravity shifting capability (CG shifting).

The motive power element F-1 is located at least partly within thetrack/wheel volume 102, yet does not impede movement of the tracks 102or wheels.

Motive power element F-2 may similarly be located within the flippervolume 104 or partially located extending into the central area betweenthe inner flippers 104. Very little volume is occupied beyond the volumealready necessary for the chassis 106 and tracks/wheels 102,104themselves. In some implementations, the motive power element F-1 andF-2 may be the same size and shape on each side, which permits anadditional functionality in that interchangeable and/or modularassemblies to be used for the motive power element in those twolocations. Another implementation does not include a motive powerelement F-1 in the outer flipper volume 102, providing light flippers toenable certain movements and poses. Yet another design includes minimalmotive power elements in both flipper sets 102, 104, providinglightweight flippers with motive power elements not in the flippervolume or moved as closely as possible to the central axis. This allowsmaximum center-of-gravity shifting through chassis tilting.

FIG. 45 depicts a robot vehicle 150A encountering an obstacle under twodifferent scenarios. Robot obstacle navigation employingcenter-of-gravity shifting (CG-shifting) appears in copending U.S.Patent App. No. 60/883,731, filed Jan. 5, 2007 and owned by the assigneeof the present assignee. Regarding stairs and obstacles, the first stepin negotiating any obstacle is to make sure the vehicle 150A cantransition up the obstacle from a flat surface. For example, if thevehicle 150A encounters a vertical wall but cannot at least get thefront of the vehicle to climb it, the vehicle 150A typically will not beable to handle any obstacles that are more than one wheel radius.Preferably, the vehicle center of gravity 152A should be as close to therear axle as possible and the front of the vehicle should encounter theobstacle as high as possible. On top of this, many obstacles may beundercut such that the vehicle may wedge under it (such as fire-escapestairs as depicted in FIG. 2 a), so having a very high approach point isimportant (large Y dimension). Also note that such obstacles result in adownward force being applied to the front of the vehicle 150A unlessthere is some feature on the vehicle 150A that can change this contactangle. It is for these reasons (among others) that the tracked vehiclerobot systems preferably have flipper tracks on one or more ends of thevehicle which can be rotated to any orientation. This is depicted inFIG. 46. For clarity, the end of the vehicle 150B with flippers 154attached is defined as the “front,” but the vehicle 150B may be run“backward” to scale obstacles if this proves beneficial in some cases.In some implementations, both ends may include flippers such that eitherend can function as the “front.”

As shown in FIGS. 45-46, there are labeled dots (152A and 152B) towardthe center of the robot vehicles 150A, 150B. These represent theindividual component center of gravity (CG) for that piece. Subsequentfigures may also include

CG dots representing the center of gravity of one or more components, orin some implementations, the CG of the entire vehicle at a point intime.

FIG. 47 depicts a robot vehicle 150B having flippers 154 residing withinthe length of the vehicle. Such flippers greatly enhance the ability ofa small vehicle to scale large objects relative to it size. This is notonly due to the reasons above, but also because they increase thevehicle's footprint for a given stowed volume (since the flippers can befolded beside the vehicle when stowed, but can be deployed as necessaryfor a given obstacle). Flippers 154 also are sometimes employed to rightthe vehicle 150B when it is inverted. To do so, the vehicle CG generallyresides within the length of the flipper when it is stowed, as shown.

Assuming the chassis density is somewhat uniform (resulting in its CGbeing at its geometric center), and the flippers 154 would shift thecenter of gravity CG1 slightly off to the end to which they are mounted,this implies that the flippers 154 typically not be shorter than about50% of the length of the chassis 152. Therefore having the flippers 154be at least 50% of the chassis length is a good baseline unless theflippers 154 are adapted to have more weight (in which case they couldbe slightly shorter).

It is also important for the flippers 154 in the depicted implementationto spin 360 degrees continuously in either direction. This not only isnecessary to recover from being inverted, but it also considerably addsto the vehicle mobility over very level and unstable terrain (such asrocks or tall grass). With such movement, the flippers 154 may also actas arms to help pull the vehicle over such terrains.

Depending on what vehicle morphology is employed and where the averageCG location is located, the vehicle 150B may be able to surmount largerobstacles backwards than it can forwards. This happens when the vehiclecenter of gravity CG1 is shifted aft and thus the lightweight flippers154 can be used to elevate the center of gravity CG1 over the obstacle.By using the flippers 154 to achieve “prairie-dog” pose (driving on theflipper tracks only), large obstacles can be approached backwards asdepicted in FIGS. 48A-C. The flippers 154 are then rotated to lift thefront of the vehicle 150B up to help scale the obstacle.

As described above, due to the limitations of the design in FIG. 47, anarticulated neck 156 may also be added at the back of the robot 150B. Insuch implementations, the neck 156 may be moved to adjust the center ofgravity (CG) CG1 of the robot 150B and optimize obstacle scalingability.

The example illustrated in FIG. 49 shows a robot 150C and graphed centerof gravity locations illustrating how a pivotable neck 156 and sensorhead 158 contribute significant center of gravity shifting ability. Amobile robot's center of gravity CG1 preferably resides in awell-controlled range in order to negotiate a wide array of obstacles.Further, a typical vehicle with a fixed center of gravity wouldgenerally have its center of gravity near ground level and near thecenter of the track footprint. This, unfortunately, is not extremelydifficult to achieve since it is difficult to design any “practical”system with the center of gravity so far offset from its volume centroid(most of the volume would remain vacant). This is especially true whenground clearance will need to be allotted on the bottom of the chassis152.

The alternative to having a fixed center of gravity is having some typeof “CG shifting” capability such as that illustrated in FIG. 49. Thismeans that the vehicle CG, CG1, can be relocated as necessary tonegotiate obstacles. In the illustrated example, the flippers 154 doallow for some CG shifting since they can be rotated in any directionand can be designed to contain some percentage of the total weight ofrobot 150C. However, since the flippers 154 are generally in a definedposition for many obstacles (and therefore cannot be rotated at will),this limits their ability to contribute adequate CG shifting ability. Incontrast, the robot 150C can often have a head 158 that can be elevatedvia a neck 156 that typically has few constraints regarding its positionwhile scaling obstacles (other than to give a remote operator ampleviewing of the surroundings).

The robot 150C depicted in FIG. 49 has a neck 156 that is a single,rigid link However, some implementations may have necks with multiplelinks and articulating joints or “elbows”. The neck 156 is illustratedin five different positions to illustrate its range of movement. Sincethe head is often required for scanning ability to have a high reachsuch as, for example, at least 20 inches off of the ground, the neck 156is preferably as long as possible while still stowable atop the robotchassis 152 (represented by black outline). Having such a long neck 156means that the head 158 does not need to be a very large percentage ofthe robot weight (without payload) to result in fairly large CG shiftsfor the vehicle. In fact, the depiction above represents having onlyabout 15% of the robot weight in the head 158, and another 5% in theneck 156 itself A longer neck 158 is preferred for better leverage, sosome robots have jointed necks or necks extending, in stowed positions,beyond the end of the chassis 152.

FIG. 49 depicts various target dots toward the center of robot 150C,each corresponding to a combined robot center of gravity CG1 for oneposition of the head 158. The depicted range of movement is exemplary,and other ranges of movement may be achieved by placing neck 156 inother locations or changing the shape and design of neck 156, forexample. Depicted position P1 produces a combined CG at the locationmarked CG1-1, thus lowering and moving forward the combined CG relativeto most other positions. Depicted position P2 produces a combined CG atthe location marked CG1-2, which is higher than CG1-1 and forward ofmost other positions. Depicted position P3 produces a combined CG at thelocation marked CG1-3, this is the highest depicted CG Depicted positionP4 produces a combined CG at the location marked CG1-4. Depictedposition P5 is a stowed position, and produces a combined CG at thelocation marked CG1-5, thus lowering and moving forward the combined CGrelative to most other positions. Movement of the centers of gravityCG158, CG156, CG154 of the head 158, neck 156, and flippers 154,respectively, effect the changes in combined CG position as describedherein. The chassis has a center of gravity CG152.

The depicted CG locations depend, of course, on the orientation of thevehicle. Climbing orientations with the chassis 152 oriented at a pitchwill of course have different CG locations, but the general CG shiftingeffect is exemplified in this drawing. CG locations also depend onflipper location and the relative weight of the flippers 154 to the restof robot 150C.

In the depicted implementation, though not visible in this siderepresentation, the neck 156 is preferably adapted to move centrallybetween flippers 154 such that the flippers 154 do not interfere withneck movement. Other positions may be used. Note that the neck 156 couldbe reversed from what is depicted above such that it pivots from therear of the vehicle 150C. This would shift the centroid of the CG rangeaft, which can be advantageous if more weight is packaged in theflippers.

FIGS. 50-51 depict the robot 150C in two different elevated neckpositions. The location of the neck pivot 157, whether mounted at thefront 152A or rear 152B of the chassis 152, affects how high the headcan be elevated off the ground for surveillance. In both cases, theflippers 154 can be used to elevate the head 158 by using either“prairie-dog” (drive on flipper tracks, as shown in FIG. 50) or“bulldog” (run on the flipper tips and main tracks, as shown in FIG. 51)poses. The former results in a higher head position, as shown in FIG.50. Furthermore, it is possible to “combine” the chassis 152 and theneck 156 as a single entity, and have dual flippers on one end of thevehicle.

FIGS. 52-54 show a “dual flipper” robot 160 in various configurations,having a combined chassis and neck. The depicted system is primarilycomprised of a neck 166 (combined with a chassis 162), two sets offlippers 164 and 165 pivotally attached to the combined chassis 162 andneck 166, and a head 168 mounted on the neck 166. In thisimplementation, the neck 166 and chassis 162 are shown combined into asingle entity. Specifically, the neck 166 can function as the robotchassis 162. In other implementations, the neck 166 may be a separateentity from the chassis 162. Many improved robotic vehicle designs maybe derivative of this basic platform design. In addition, variousdesigns may be required to carry various payloads such as sensors,transmission equipment, or robotic tools, for example.

The “dual flipper” configuration enables the vehicle 160 to move solelyon the flippers 164, 165, rather than on the chassis 162 and theflippers 164, 165. In particular, the flippers 164, 165 may orientthemselves in a position such that the chassis 162 can ride above groundlevel. As such, the entire chassis 162 may be shifted as the vehicle 160moves. The flippers 164, 165 each have a pivot end, a distal end, and aflipper CG The flippers 164, 165 can rotate forward or backward,continuously, and add considerable mobility to the vehicle 160. To doso, the flippers 164, 165 cannot interfere with any other components onthe vehicle 160. As such, a first flipper 164 may pass between a secondflipper 165 and the chassis 162, to decrease the likelihood of flipperinterference.

In the depicted implementation, the flipper sets 164, 165 can beoptimized for weight, shock absorption, and reliability, among otherfactors. For example, the flippers 164, 165 can be made from flexiblematerials, such as a flexible polyurethane. In some implementations, theflipper positioning can be configured to minimize the number of rigidobjects paired with the flippers 164, 165. This design may provide theadvantage of increasing the degree to which the flippers 164, 165 candeflect.

Robots may be required to surmount a variety of obstacles that willrequire the vehicle center of gravity (CG) to fall within a certainrange. These obstacles include, for example, stairs, single verticalsteps, and slopes. Included herein are vehicle morphologies capable ofmeeting these “primary” requirements. Because robots may be subject toboth stringent overall weight and stowed size requirements, it isdesirable to be able to negotiate these obstacles with the smallestsized vehicle possible such that these constraints can be met as well.To do this reliably, it is also desirable to achieve all of this withthe simplest system possible.

The system may be required to elevate the head 168 to a specific heightwhich may play an important factor is being able to shift the CG to beable to negotiate extreme obstacles. A typical such obstacle is theability to climb standard stairs with 7-inch risers by 11-inch landings,for example. Climbing slopes is sometimes required. These requirementscan generally be met while minimizing weight, and size for portability,maximizing vehicle endurance, and accommodating extra payloads forcertain scenarios.

As depicted in FIGS. 42-44 and 52-54, the neck 166 may be combined withchassis 106, 162 to produce one entity. In this case, the vehicle150,160 may ride on one or both sets of lightweight flippers 102, 104,164, 165, and the heavy neck 166 can be pivoted about the front axle tosupply the weight shifting ability. This concept may employ longerflippers to effectively climb stairs, but has the benefit of having mostof its weight concentrated in the neck to achieve large CG shifts. Thehead (which would be at the end of the neck) could be elevated bystanding on the flipper tips to achieve the required height.

The neck 166 can house various electronics components and communicationcomponents, video equipment, and other base components for the vehicle.Because it is not desired to add “dead weight” or useless weight, theadditional neck weight is preferably a result of attaching payloads tothe neck or housing payloads inside the neck, as discussed above. Thismay be desired, for example, to provide camera or RF surveillanceequipment, or other sensors, and recording transmission electronics thatare spaced above the ground for optimum propagation characteristics. Ingeneral, the neck 166 may be optimized for weight, shock absorption, andreliability. In some implementations, the neck 166 may be constructedout of flexible polyurethane, among other materials.

In one implementation, the flippers 164, 165 are 13.5 inches long, whichis the minimum length to achieve stable stair climbing. Such flippers164, 165 may require reinforcing, heavier tracks, and bogies due to theextra size and more demanding operational constraints. As such, up to60% of the mass may be packaged in the neck 166 and head 168, with theCG of the neck and head assumed to be at half the neck length, in oneimplementation.

FIG. 52 depicts the maximum CG shift obtainable with the dual flipperdesign. CG point 707 shows a left shifted CG when the neck is shiftedleft. Similarly, a right shifted CG 708 is shown when the neck isshifted right.

FIG. 54 depicts the robot 160 with the head 168 at its maximum height byhaving the flippers 164 and 165 extended downward to push the robotupward. The head 168 (which would be at the end of the neck) is therebyelevated by standing on the flipper tips to achieve the required height.

When all of the above constraints are imposed onto the vehicle design, apicture starts to emerge as an “optimal” configuration. Desiring thebest “bi-directional” obstacle negotiation (i.e., can scale obstaclesequally well in both directions), this optimal configuration for thesmallest vehicle may include the following attributes: a track footprintwith flippers 164, 165 extended is just long enough to span two stepdiagonals; an “average” CG location directly above the midspan of thetrack footprint when the flippers 164, 165 are extended; the CG can beshifted fore and aft far enough to meet the constraints for stable stairclimbing (e.g., flippers extended); the CG is low enough in the extremepositions to stably negotiate the maximum slopes required (e.g.,flippers extended); the CG can be shifted downwards and towards thedirection of motion when scaling single steps (e.g., flippers can berotated downwards in this case); and the payloads mount as close to the“average” CG location as possible to minimize performance changes withand without payloads.

In some implementations, the robot 160 may be required to carry variouspayloads such as sensors, transmission equipment, or robotic tools, forexample. Furthermore, in certain tasks, the robot 160 may need to carrypayloads weighing up to 6 lbs (which is 20% of the allowable mobile baseunit (MBU) weight). Since various mission scenarios may require payloadsof varying weights to be installed on the MBU (or no payload at all), itis highly desirable to minimize the effects of the payload on the CG Forexample, if the payloads are installed near the rear of the vehicle 160,this would shift the CG CG160 considerably aft and would greatly affectobstacle negotiation. However, if the payloads are installed near the“average” CG location of the MBU (i.e., the CG location of the MBU withthe “CG shift” at its mid-range), this would have a minimal affect onthe vehicle performance. Likewise, the elevation of the payload CG willalso need to be considered, but this is probably not as large of acontributor since payloads will naturally need to be stowed low on thevehicle for protection. In the case of the dual flipper conceptdescribed above, the payloads would essentially be mounted to the neck166 (which is integral with the chassis 162) and thus would actuallycontribute to the CG shifting ability regardless of placement.

The combination of a certain payload arrangement may provide variousadvantages. For example, an elevated line of sight can be provided whena camera is included at the end of the chassis 162. As another example,improved signal reception may occur if an antenna is included at the endof the chassis 162.

FIG. 55 is a flow chart of a method S100 of ascending an obstacle. Themethod S100 is preferably employed with small robots having a neck andhead as included herein, but may also be employed with larger robots orother vehicles such as the dual flipper robot depicted in FIG. 42. Instep S101, the vehicle 100 approaches the obstacle traveling forward andraises front flippers 102. In step S102 the vehicle 100 mounts theobstacle preferably using its flipper tracks 102, to a position wherethe vehicle combined CG is either over the top edge of the obstacle, ormay be positioned there by CG adjustment. In step S103 the vehicle 100pivots its neck or chassis 106 to move the CG forward (toward directionof motion) and preferably downward. In step S104, the flippers 102 arethen used to complete the ascension. Various robots may be remotelycontrolled to perform the various navigational functions describedherein, or they may be controlled by a programmed controller, preferablyhoused on the robot. A combination of such control methods may also beused.

FIG. 56 depicts another robot CG shifting technique employed with atrack-driven chassis robot design. Climbing stairs becomes verydifficult as vehicle size decreases. It is desired that the vehicle bestable at any point during climbing to allow stopping and starting atany time and consistent performance at various speeds. To climb stairsstably, the vehicle CG must always be supported between two step edges.This means that as the CG traverses over the edge of a step, the vehiclemust be at least long enough to simultaneously span from the next stepedge to the previous step edge as shown. This means that the total trackfootprint (the entire length of track in contact with the ground) mustbe at least two “step diagonals” SD long.

The depicted robot 150C has a neck 156 deployed in a stair ascendingposition. Such position requires the neck 156 to be pivoted forward suchthat the head and neck center of gravities CG158 and CG156,respectively, are in front of the chassis 152. This provides, in thedepicted scenario, a robot combined CG located at the point markedCG1-8. Because this point is in front of the chassis contact with themiddle stair when the rearmost chassis contact leaves the lower stair(forward motion), the robot 150C is stabilized. Some implementations ofrobots may be so small that forward stair climbing is not possiblewithout such CG shifting. For example, a small robot may have a combinedCG at the point CG1-9, which would not provide stable climbing becausethe rear end of the robot would sink along the lower step as forwardprogress is made. Such a robot, equipped with a head and neck asdescribed herein, may shift its CG up to position CG1-8 for example, andclimb successfully.

FIG. 57 depicts one method by which robot 150B may climb stairs. Thedepicted robot 150B can raise its arms 154 in order to mount anobstacle, such as a stair ST100, in its path. To mount the first step ofstaircase ST100, the robot 150C raises its arms 154 and drives forwardto raise its main tracks 153 onto the first stair ST100. The robot 150Cthen assumes a fully extended mode thereby extending its wheelbase toincrease it stability and to provide as smooth a ride a possible up thestairs. Soft cleats (not shown in FIG. 10) provide mechanical lockingwith the stair edge needed to drive the robot up the stairs.

One implementation of the robot 150B may be specifically dimensioned toclimb common stairs, with step dimensions of up to a 17.8 cm (7-inch)rise and 27.9 cm (11-inch) tread. As the robot 150B tilts or inclines,the vertical projection of the center of gravity (CG) with respect tothe ground moves backwards. For stable travel on stairs, the extendedwheel base of the main and forward tracks 153, 154 in the fully extendedmode span a minimum of two steps (i.e. at least 66.2 cm for 17.8 cm by27.9 cm stairs) such that the vehicle is supported by at least two stairtreads at all times. Note that the depicted robot 150B can climb largerstairs for which it cannot span two steps, but the traverse will not beas smooth as the robot will bob with each step.

To avoid nosing up or down (pitch instability) while climbing stairs,the vertical projections of the center of gravity is located in a stablerange which is at least one step span (i.e., 33.1 cm (13 inches) for17.8 cm by 27.9 cm stairs) in front of the furthest rear main trackground contact ST102 and at least one step span behind the front mostfront track ground contact ST104.

Alternative versions of the robot 150B can use shorter track dimensionsthat do not satisfy the requirement of spanning two steps. Withoutfurther modifications, however, the center of gravity can be outside thestable range. Such robots may not be as stable on stairs, althoughinertial effects add to dynamic stability at increased velocities,smoothing the traverse on stairs. Various methodologies may be used tomitigate this and other climbing and terrain traversing problems.

Some characteristics for three different implementations are describedbelow. Each configuration may assume similar flipper, neck and payloadweights. Note that the values depicted are for one possible morphologyand that other morphologies can be derived by reallocating weights fromone component to another. For example, in typical examples the flipperswill be about 20% of the total robot weight, but can be shortened, insome implementations, to reduce the flipper weight. In anotherimplementation, heavier flippers may be provided (say by moving thebatteries to the flippers), the battery weight (which is typicallyaround 23% but may vary greatly) would be subtracted out of the neck orchassis and added to the flippers, thus making the flippers containabout 43% of the total robot weight. Likewise, a lighter head can beemployed if certain components like cameras or transmission gear areremoved.

FIG. 58 depicts a dual-flipper robot 160 configured to ascend stairs.The depicted robot 160 includes four lightweight flippers 164A, 164B,165A, 165B, a chassis 162 acting as a neck 166 and a head 168 integratedinto the neck 166. In this implementation, the head 168 is be rotatablymounted toward the end of the combined chassis/neck assembly 163. Thechassis CG marked CG162 is toward its center. The robot 160 is climbinga stairway ST100. Rear flippers 165 are pivoted in a backward positionalong the stairway ST100, having their lower track aligned with thebottom of the chassis 162. Front flippers 164 are pivoted in a forwardposition along the stairway ST100, having their lower track aligned withthe bottom of the chassis 162. The combined CG CG160 is depicted as alarge target dot. This combined CG location is produced by orienting theflippers (having the depicted front flipper CG CG164 and rear flipper CGCG165) as indicated and by moving neck 166 (having the depicted neck CGCG166) with head 168 (having the depicted head CG CG168). The

CG CG160 positioned at this point allows smoother climbing as therearmost track crests the depicted rearmost stair edge. The head 168 ispivoted upward to allow sensors to view directly up the stairs ST100.

One implementation of the robot 160 depicted in FIG. 58 has thefollowing attributes for a dual flipper platform for ascending stairs incertain scenarios.

TABLE 1 Weight Distribution for FIG. 11 Design Component: ComponentWeight: Percentage of overall wt: Chassis 0 lbs 0 Front Flippers 6 lbs20 Rear Flippers 6 lbs 20 Head 0 lbs 0 Neck 18 lbs 60 Payload 6 lbs(rating) additional

The weights and ratios provided may vary slightly and still provide thedesired capabilities. Such implementation also has physical parametersas follows: wheel diameter of about 5 inches; chassis length 0 inches(included in neck measurement); flipper length about 13.5 inches; andneck length about 12 inches. An exemplary payload CG 1102 is depicted onneck 702. Such design provides ability to scale an obstacle in thebackward direction having a 15.8 inch height. While these designs havebeen provided, size and weight ratios may change slightly and stillprovided the desired climbing and maneuvering enhancements.

FIG. 59 depicts a dual-flipper robot configured to descend stairs.Similar to the FIG. 58 configuration, the neck 166 is pivoted back tomove the combined CG (marked as “CG160”) to its position above thecentral depicted stair edge. The head 168 is pivoted toward the frontflippers 164.

One implementation of the robot 160 depicted in FIG. 59 has similarattributes found in Table 1 above. The weights and ratios provided mayvary slightly and still provide the desired capabilities. While thesedesigns have been provided, size and weight ratios may change slightlyand still provided the desired climbing and maneuvering enhancements.

FIG. 60 depicts the robot 160 configured to scale a maximum step heightbackwards. The robot 160 employs its forward flippers 164 to descend theobstacle ST110, then pivots (on the chassis 162) its backward flippers165 and neck 166. Such movement shifts component weight to provide acombined CG CG160 at the depicted point above the crest of the obstacle,which enhances forward movement of the total robot mass on top of theobstacle.

One implementation of the robot 160 depicted in FIG. 60 has similarattributes found in Table 1 above. The weights and ratios provided mayvary slightly and still provide the desired capabilities. Suchimplementation also has physical parameters as follows: wheel diameterof about 5 inches; chassis length about 0 inches; flipper length about13.5 inches; and neck length about 12 inches. An exemplary payload CGCG169 is depicted on the neck 166. Such design provides ability to scalean obstacle in the backward direction having a 14.0 inch height. In someimplementations, the step can be performed in a forward directionsymmetrically. As such, the payload 169 (noted by an X) may shift veryclose to the ground level. While these designs have been provided, sizeand weight ratios may change slightly and still provided the desiredclimbing and maneuvering enhancements.

The designs herein have been configured to crest standard stair andobstacles in a manner such as depicted in FIGS. 58-60, for example,while still maintaining a robot that can stow flippers and neck to foldinto a small, man portable shape. For larger obstacles, the ratios givenherein may be scaled appropriately and other ratios may be usedsuccessfully with the CG shifting techniques taught herein.

FIG. 61 is a block diagram 1400 of one possible circuit of a robot head1402 (“head,” “robot head,” “sensor head”). In the dual flipperconfigurations described herein, the circuit module containing thedepicted circuit is typically contained toward the distal end of thecombined chassis/neck assembly. The head 1402 includes a head housing1402 in which is mounted one or more circuit boards or circuit modules.Rigid circuit boards, flexible polyimide circuits, multi-chip modules,or other circuit modules or combinations thereof may be used tooptimally position sensors. The depicted head 1402 has various cameras,sensors, and antenna mounted therein or thereto, and is typically itselfmounted to a robot neck extension such as those described herein.

In this implementation head 1402 includes a single board computer (SBC)1404, and in a preferred implementation the SBC is a GatorFreescaleMPC5200. Further, in one preferred implementation the SBC is thecontroller for the entire robot. SBC 1404 is connected to a globalpositioning system (GPS) module 1406 by a serial bus, and in a preferredimplementation the GPS 1406 is a uBlox Super Sense GPS module. The GPSmodule is also connected to a GPS antenna 1408. The SBC 1404 also uses aPCI bus to connect to a wireless Ethernet transceiver 1410 and afield-programmable gate array (FPGA) 1412. In a preferredimplementation, the FPGA 1412 is a Xilinx XC3S 1000. SBC 1404 iselectronically connected to a first bus buffer 1414, which in apreferred implementation is a Linear Technology LTC4304, which isconnected to a PMBus 1416. A microcontroller power module 1418, whichreceives power from VSTBY power 1420, is also connected to PMBus 1416 bya second bus buffer 1422.

Referring now to the centrally depicted FPGA in FIG. 61, FPGA 1412 isprovided in robot head 1402 to perform various digital logic and datarouting functions such as multiplexing the video or sensor signals toappropriate destinations, as well as, in this implementation,interfacing to an actuator data communications bus known as FARnet. FPGA1412 is electronically connected to control an LED power supply 1424,which supplies power to an infrared LED array 1426. FPGA 1412 iselectronically connected to a pair of RS485 transceivers 1428 and 1430,and the transceivers 1428 and 1430 are connected to a four-conductorFARnet bus 1432. FPGA 1412 is also electronically connected to a digitalsignal processor (DSP) 1434, which processes audio signals that may beinput from microphones or output to speakers. In one preferredimplementation, the DSP 1434 is a Texas Instruments TMS320DM642. DSP1434 is electronically connected to an electronic memory 1436, which maybe RAM, SDRAM, flash, etc., or may be connected to any combination ofone or more of such types of memory. Preferably a combination of flashmemory and SDRAM is employed for program and data storage, and operatingmemory. DSP 1434 is electronically connected to an audio codec 1438,which in a preferred implementation is a Texas Instruments TLV320AIC23,and the audio codec 1438 is connected to an audio line input 1440, amicrophone input 1442, a line output 1444, and an amplifier 1446.

The head 1402 also includes an electro-optic infrared (EOIR) module1448. EOIR 1448 includes a near infrared (NIR) camera 1450 (in apreferred implementation, Sony 980), a long wave infrared (LWIR) camera1452 and a laser range finder 1454. The EOIR cameras 1450 and 1452 areconnected to a pair of video decoders 1456 and 1458 (in a preferredimplementation, Analog Devices ADV7180). Laser range finder 1454 isconnected to a digital video input 1460. The video decoders 1456 and1458, the digital video input 1460, as well as a drive camera 1462 areconnected to FPGA 1412 by a CCIR-656 video communications bus and aserial bus. Video decoder 1458 is also connected to a differential NSTCreceiver 1464.

The depicted head 1402 also includes an Ethernet switch 1466 (in apreferred implementation, Marvell 88E6063) which connects the SBC 1404to a head payload connector 1467, a head connector 1468 providingconnectivity to the robot base, and a local area network (LAN) radio1469. The Ethernet switch 1466 connections are made using a collectionof four-conductor Ethernet busses 1470. The LAN radio is connected to aLAN radio antenna 1471, a switch 1472, and a radio key 1473, which maybe employed to enable certain functions on secure radios such as JTRSradios. The head 2800 includes a head latch control 1474, which may beoperable to enable opening of the head housing or disconnection from theneck.

Head connector 1468 connections for FARnet 1430, PMBus 1416, andEthernet bus 1475. Head connector 1468 also includes a differential NSTCsignal conductor 1476 and a two-conductor power conductor 1477. Headpayload connector 1467 includes connections for FARnet 1430, PMBus 1416,Ethernet bus 1470, and power conductor 1477. In this implementation, thepower provided on conductors 1477 is converted by the four depictedDC-DC converters, shown as 1478 through 1481. VSTBY is standby voltage.The second depicted 3.3V out converter supplies the digital logic suchas the SBC 1404 (3.3V external) and audio codec 1438. The third depictedconverter supplies 5V output to as needed to circuits such as the radio1469 and sensors and cameras 1450, 1452, 1454, and 1462. The fourthdepicted converter 1481 supplies various voltages required to operateFPGA 1412 (3.3V).

Although the above circuitry 1400 is described as being housed withinthe robot head, the circuitry can be housed in the robot neck orchassis. For example, some or all of the head circuitry can be combinedwith additional circuitry on one or more circuit boards or circuitmodules. In addition, the circuitry can be housed in a chassis thatmoves and/or rotates during operation.

FIG. 62 shows a block diagram 1500 for one possible implementation of arobot chassis or base 1502. Preferably, base 1502 generally houses thepower supply (such as batteries) and much of the power control circuitryfor portable robot designs herein. Such connections may include a firstfour-conductor FARnet bus 1508, a four-conductor Ethernet bus 1522, a2-conductor PM Bus 1554, and a 2-conductor power bus 1528. In someimplementations, base 1502 may be a chassis or neck for the robot. Insuch a case, the circuitry described below may be incorporated into thechassis, neck, or even head volume, which may be continuous.

Centrally located in FIG. 62, an FPGA 1504 is provided in the basecircuit 1502 to perform various digital logic and data routing functionssuch as multiplexing the motion control or sensor signals to appropriatedestinations, as well as, in this implementation, interfacing to theactuator data communications bus known as FARnet. In a preferredimplementation, FPGA 1504 is a XC3S1000. FPGA 1504 is connected to apair of RS485 transceivers 1506. Transceivers 1506 are in communicationwith first FARnet bus 1508 and a second FARnet bus 1509.

Base 1502 also includes components used for motion control, such as anADC 1508, a flipper absolute encoder 1570, a flipper motor driver 1572,a drive1 motor driver and battery charger 1574, and a drive2 motordriver and battery charger 1576. Other motion control components includea set of three thermistors 1586, 1587, and 1588, a pair of BLDC motors1592 and 1593, a flipper brushless motor 1584, a set of threeincremental encoders 1580, 1581, and 1582, a brake 1591, and acollection of hall sensors 1589 and 1590.

Base 1502 also includes other various components used for power andcommunications, such as fiber connector 1512 which is opticallyconnected to fiber optic transceiver 1514 for connection of remotecontrol tethers. Transceiver 1514 converts the fiber optic basedcommunications to four-conductor electrical communications, and theEthernet bus that carries this converted communications is electricallyconnected to an Ethernet switch 1510. Ethernet switch 1510 is connectedto EEPROM 1516. Ethernet switch 1510 is in electrical communication witha maintenance port connector 1560, a head connector 1550 via a firstisolation transformer 1520, and a payload connector A (3252) via asecond isolation transformer 1520. A collection of payload powerswitches 1526 electrically connects to head connector 1550 via power bus1526, payload connector 1552 via a 2-conductor power bus 1556, and a setof power switches and ideal diodes 1542. For implementations having amovable or rotatable head, head connector 1550 may be a collarconnector. Payload power switches 1526 are also electrically connectedto a power microcontroller 1538, which is also connected to the powerswitches and ideal diodes 1542. The base 1502 also includes a collectionof power regulators and local controls 1530 for controlling drive motorsand other functions in base 1502, such as flipper movement, for example.Payload connector 1552 also includes electrical conductors for PM Bus1554.

Visible in the left-central area of FIG. 62 is a I2C switch complexprogrammable logic device (CPLD) 1532. CPLD 1532 is electricallyconnected to a battery connector 1 1562 via opto-isolator 1534, and abattery connector 1564 via opto-isolator 1544.

Other robotic vehicle details and features combinable with thosedescribed herein may be found in a U.S. Provisioned filed Oct. 6, 2006,entitled “MANEUVERING ROBOTIC VEHICLES” and assigned Ser. No.60/828,611, the entire contents of which are hereby incorporated byreference.

A number of implementations of the invention have been described.Nevertheless, it will be understood that various modifications may bemade without departing from the spirit and scope of the invention. Forexample, flippers of varied length and payload decks with other means offunctional payload attachment, such as snap-on, clamps, and magnets.Accordingly, other implementations are within the scope of the followingclaims.

What is claimed is:
 1. A robotic vehicle comprising: a chassis havingfront and rear ends and supported on right and left driven tracks, eachtrack trained about a corresponding front wheel rotatable about a frontwheel axis; right and left elongated flippers disposed on correspondingsides of the chassis and operable to pivot about the front wheel axis ofthe chassis, each flipper having a driven track about its perimeter; apayload deck assembly configured to support a removable payload; amanipulator arm removably mounted on the payload deck assembly; and alinkage connecting the payload deck to the chassis, the linkage having afirst end rotatably connected to the chassis at a first pivot, and asecond end rotatably connected to the deck at a second pivot, both ofthe first and second pivots including independently controllable pivotdrivers operable to rotatably position their corresponding pivots tocontrol both fore-aft position and pitch orientation of the payload deckwith respect to the chassis.
 2. The robotic vehicle of claim 1, whereinthe manipulator arm is configured to provide full hemispherical reacharound the robotic vehicle.
 3. The robotic vehicle of claim 1, whereinthe manipulator arm is configured to provide a lifting capacity.
 4. Therobotic vehicle of claim 1, wherein the manipulator arm comprises aplurality of links pivotally coupled together.
 5. The robotic vehicle ofclaim 1, wherein the robotic vehicle is configured to move themanipulator arm towards the front end when ascending an incline, therebyshifting the robotic vehicle's center of gravity forwards.
 6. Therobotic vehicle of claim 1, wherein the robotic vehicle is configured tomove the manipulator arm towards the rear end for additional traction,thereby shifting the robotic vehicle's center of gravity rearwards. 7.The robotic vehicle of claim 1, wherein the payload deck assemblycomprises connection for both a payload power link and a payloadcommunication link.
 8. The robotic vehicle of claim 1, wherein thepayload deck assembly comprises multiple payload connection padspositioned to accommodate selective connection of multiple payload unitsto the payload deck.
 9. The robotic vehicle of claim 8, wherein eachconnection pad includes connection points for both payload power andpayload communication.
 10. The robotic vehicle of claim 1, wherein thepayload deck assembly further comprises a removable controller unitoperably connected to a drive system of the chassis.
 11. The roboticvehicle of claim 1, wherein the payload deck assembly further comprisesa removable battery unit.
 12. The robotic vehicle of claim 1, whereinthe payload deck assembly further comprises a removable sensor unit. 13.The robotic vehicle of claim 12, wherein the sensor is selected from agroup consisting of infrared, chemical, toxic, light, noise, and weaponsdetection.
 14. The robotic vehicle of claim 1, wherein the payload deckassembly constitutes between about 30 and 50 percent of a total weightof the vehicle.
 15. The robotic vehicle of claim 1, wherein the payloaddeck assembly comprises: a modular deck support structure housing apower supply, a packet network connection, and a deck wiring harnessconnector having packet network cabling and power cabling; and a modulardeck configured to be received by the modular deck support structure andcomprising: a deck mount configured to be received by the modular decksupport structure; at least two externally available common connectors;a power supply switching circuit that switches available power from thepower supply between at least two common connectors; a network switchthat switches packet network traffic between the at least two commonconnectors; and a deck wiring harness that connects to the deck wiringharness connector and carries power and network communications to andfrom the modular deck.
 16. The robotic vehicle of claim 15, wherein themodular deck support structure is configured to receive multipleplatforms interchangeably.
 17. The robotic vehicle of claim 15, whereinthe modular deck further comprises netting extending above and about aperimeter of the modular deck for retaining a payload.
 18. The roboticvehicle of claim 1, wherein the first end of the linkage is rotatablyconnected near the front of the chassis, such that the payload deck isdisplaceable to an aftmost position in which the deck is located withina footprint of the chassis.
 19. The robotic vehicle of claim 1, whereinthe first pivot is rotatable through an angle of at least 180 degrees.20. The robotic vehicle of claim 1, wherein the independentlycontrollable pivot drivers provide both fore-aft position and pitchorientation of the payload deck with respect to the chassis toselectively displace a center of gravity of the payload deck bothforward and rearward of a center of gravity of the chassis.